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THE  LIBRARY 

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THE  UNIVERSITY 

0¥  CALIFORNIA 

LOS  ANGELES 

GIFT  OF 

Bureau  of  Giov't.  Research 


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REPORT 


on 


Railroad  Grade  Crossing 
Elimination 


and 


Passenger  and  Freight 
Terminals 


in 


Los  Angeles 


California  Railroad  Commission 
Engineering  Department 


KI(  HARD  SACH.^E,  Chief  Engineer 


CopyriKht   1920 

by 

Railroad  Commission  of  the 

State  of  (California. 


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fHE  JOHM  P'"'!'?'?'.PH  H'\YNES  AND 

DORA  Kv,'.:;:  rr^^iBPjiQH 

LOS  ANGELES,    -  -    CALIFORNIA 


Table  of  Contents 

Page 
SUMMARY  OF  REPORT  A\D  RECOMMENDATION'S 

History  of  Proceedings 19 

Scope  of  Work 2Q 

Recommendations    21 

Elimination  of  Grade  Crossings 2i 

Crossings  Adjacent  to  Los  Angeles  River 21 

Alameda  Street  Grade  Crossings 21 

Grade  Crossings  Between  Los  Angeles  and  Pasadena 22 

Santa  Fe  Avenue  and  Butte  Street 25 

Establishment  of  Union   Passenger  Terminal 26 

Desirability  of  Union  Station 26 

Location  of  Union  Station 28 

Continuation  of  Consolidated  Uptown  Ticket  Office 33 

Southern  Pacific-Salt  Lake  Joint  Terminal   Facilities — Application  3346  33 

Union  Passenger  Station  and  Electric  lntcrurl)an  Service 33 

Improvement  in   the  Handling  of  Freight 35 

Industry  Tracks  and   Switching 35 

Union   Freight  Station    37 

Additional  Team  Tracks 38 

Associated  Matters  Held  in  Abeyance.  ■  •  •  ■  • 39 

Industrial  Terminal   Railway — Application  2692 39 

Salt  Lake  Freight  Station  on  Alameda  Street — Application  3037 40 

Interlocking  at  Aliso  Street  and  Los  Angeles  River — Case  938 41 

Pairing  of  Southern  Pacific  and  Salt  Lake  Tracks  Between   Los  Angeles 

and   Colton    41 

PART  I— HISTORICAL  MATTERS  AND  PRESENT  CONDITIONS 

CHAPTER  I— HISTORY  OF  PROCEEDINGS 45 

Introduction  '^^ 

Formal  Complaints   -IS 

Jurisdiction  of  Commission •.■••; ^^ 

California  Supreme  Court  Decision  Ordering  Investigation 48 

Associated    Formal    Applications 49 

Hearings    Before    the    Commission 50 

Reports  Upon  Temporary  and  Immediate  Measures 52 

Attitude  of  United  States  Railroad  .Administration 54 

CHAPTER  II— GENERAL  SURVEY  OF  THE  PROBLEM 59 

Influences   Affecting  Terminal    Problem 59 

The    Steam    Railroad    Problem 61 

Relation  of  Electric  Interurban  Lines  to  the  Problem 62 

CHAPTER     III— HOSTORY     AND    DEVELOPMENT    OF    CITY    AND    OF  __ 

TRANSPORTATION   FACILITIES    65 

Historical    Review    6| 

Early   History  of  City 65 

Growth  of  the  City 66 

Municipal   Railroad 74 

Steam  Railroads   75 

Passenger  Stations  in  Los  .\ngeles 86 

Present   Conditions    ^- 

Railroad   Entrances   92 

Railroad  Mileage  in  Los  .\ngeles 96 

Valuation  of  Steam  Railroad   Property  in  Los  Angeles 96 

Relation  of  the  Business  District  to  the  Topography 96 

CHAPTER  IV— ELECTRIC  TRANSPORTATION 99 

Los  Angeles  Railway " 

Present   Conditions    99 

Rerouting    • 101 

1 


782157 


Page 
Pacific  Rlectric  System  and  Rapid  Transit  Plans: 

Present   Conditions   }^^ 

Recoirnundations  in  Arnold  Report jUo 

Causes  of  Lack  of  Growth ^^ 

The  L'hiniate  Rapid  Transit  System UJ 

Recommendations    ' '" 

PART  II— THE  ELIMINATION  OF  GRADE  CROSSINGS 

CHAKIKK  \— tiKADK  CKOSSIXli  Kl.l  Ml  XATIOX  IX  GEXEKAL 121 

Scope  of   Inquiry J-j 

Complaints    ; J-^ 

District  in  Which  Grade  Crossing  Elimination  is  to  be  Considered lio 

Plans  I'roposed  for  Grade  Crossing  Elimination 1^3 

Necessity  and  Advisability  of  Elimination 128 

Street   Tratiic   in    General ^29 

CHAPTER   X  I— DEPRESSION     OF     TRACKS     FOR     ELIMINATION     OF 

GRADE  CROSSINGS  AT  THE  LOS  ANGELES   RIVER..  133 

Los  Angeles  River  Crossings L33 

Traffic    Studies    ^^^ 

Plans  for  Elimination  of  Crossings 137 

Estimates  on  the  Santa  Fe  or  West  Side  of  Los  Angeles  River 144 

Estimates  on  the  Salt  Lake  or  East  Side  of  Los  Angeles  River 148 

Excavation   Quantities    150 

Onler  in  which  the  Work  Should  be  Done 152 

CHAPTER   \1 1  — PRESENT  AND   PROPOSED   BRIDGES  OVER  THE   LOb 

ANGELES  RIVER    155 

General  Elements  of  Design 155 

Present  and  Proposed  Bridges 157 

CHAPTER  \TII— ALAMEDA  STREET  GRADE  CROSSINGS 192 

Traffic  Studies   192 

Methods  of  Elimination  of  Grade  Crossings  Along  Alameda  Street 202 

Plan  for  Reduction  of  Freight  Switching 204 

Recommendations  for  Reduction  of  Freight  Switching 209 

CHAPTER  IX— ELIMINATION  OF  OTHER  CROSSINGS  AT  GRADE 216 

Grade  Crossings  Between  Los  Angeles  and  Pasadena 217 

Crossing  of  Pacific  Electric  and  Huntington  Drive  in  Rose  Hill  District 222 

Crossing  of  Mission  Road  and  Alhanibra  Avenue 222 

Crossing  of  Butte  Street  and  Santa  Fe  .\venue 224 

Crossings   Introduced  by   Engineering  Department   Plan   for  Union   Passenger 

Station  at  the  Plaza 225 

Crossing  at  MissiiJii  Road  and  Elliott  Street 228 

PART  III— UNION  PASSENGER  TERMINAL 

CHAPTER  X— DESIRABILITY  AND  REQUIREMENTS  OF  A  UNION   PAS- 
SENGER TERMINAL   233 

Present  Passenger  Stations 233 

Desirability  of  a   Union   Passenger  Terminal 247 

Steam  Railroad  Traffic  Studies 250 

Passenger  Traffic   250 

Passenger  Trains   259 

Baggage,  Mail  and  Express 266 

Requirements  for  Union  Passenger  Terminal 273 

Time   Required  to  Reach   Different  Sites 278 

Distance  of  Site  from  Business  District 278 

CHAPTER  XI— THE  SITE  FOR  A  UNION  PASSENGER  TERMINAL 281 

Site  Considered  .^part   from   Detailed   Plan 281 

Sites  Suggested  for  Union  Passenger  Terminal 281 

Comparison  of  Sites 283 

Southern   Pacific  Site 283 

Santa  Fe   Site    290 

Plaza  Site   295 


CHAPTER  XII— PLANS  PRESKXTED  FOR  LXIOX   PASSENGER 

TERMINAL     303 

Earlier  Plans   303 

Plans   Presented   Before  the  Commission 307 

Central  Development  Association   Plans 307 

Business  Stal)ility  Association    Plan 324 

Southern   Pacific-Salt  Lake  Plan  for  Joint  Station 328 

Southern   Pacific  Plan   Revised  for  Union   Passenger  Terminal 340 

Immediate   Construction    Necessary 343 

CHAPTER  XIII— PLAN  FOR  UNION  PASSENGER  TERMINAL  AT  SANTA 

FE   SITE    347 

Principal    Factors   and   Requirements 347 

Approach   Routes   34S 

Station   Building   352 

Station   Tracks   and    Platform 354 

Baggage.   Mail  and    Express   Facilities 354 

Coach   Yards    356 

Track   Arrangement    359 

Extension  of  Santa  Fe  Freight  Station 360 

Immediate    Construction    Necessary 360 

CHAPTER  XIV— PLAN  FOR  UNION  TERMINAL  AT  THE  PLAZA 365 

Principal   Factors   and   Requirements 365 

Comparison  with   Barnard   Plan 365 

Principal   Advantages   of   Site 367 

Features  of  the   Plan 371 

Site    371 

General  Approach  Routes 372 

Station   Building 376 

Station  Tracks  and   Platforms 378 

Baggage.  Mail  and   Express  Facilities 380 

Station   Yard    381 

Coach  Yard    382 

Relocation  of  Southern  Pacific  Freight  Station 382 

Immediate    Construction    Necessary 384 

Selection  of  Plaza  for  Final   Recommendations 387 

Final   Recommendations    396 

PART   IV— FREIGHT 

CHAPTER  XV— PRESENT  FREIGHT  TRAFFIC  AND  FACILITIES 401 

Freight   Traflic    401 

Carload   Freight 404 

Less-Than-Carloail    Freight    406 

Freight   Facilities    407 

Freight  Yards   407 

Freight  Stations   419 

Team  Yards   429 

Los  Angeles  Union  Terminal   Company 433 

''HAPTER  XVI— INDUSTRIAL  SPUR  TRACKS— PLAN  AND  SERVICE....  437 

Relation  to  Terminal   Problem 437 

Industry  Spurs    438 

Types  of  Spur  Tracks 440 

The  Herringbone  System  of  Spur  Tracks 444 

Recommendations  Relative  to  Industry  Spurs -146 

CHAPTER  X\  11  — PROPOSED   I  MPRO\EMEXTS  I\   FREIGHT 

HAXDLIXG     451 

Present   Conditions   tienerally   Satisfactory 451 

Effect   of   Elimination   of   Grade    Crossings   Adjacent   to    the   Los   Angeles 

River    453 

Effect  of  Establishment  of  Union  Passenger  Terminal 454 

Establishment  of  Union   Less-Than-Carload  Freight  Station 456 

Pairing  of  Southern  Pacific  and  Salt  Lake  Tracks  Between   Los  Angeles  and 

Colton    464 


PART  V— REAL  ESTATE,  FRANCHISES,  FINANCIAL  MATTERS  AND 

ESTIMATES 

Page 

CHAPTER  Will  — RKAL   ESTATE  STUDIES 471 

Character  and   Method  of  Studies ''/I 

H  istorical  Discussion   473 

Present  Condition  of  Occupancy  of  Industrial   District 476 

Majrnitudc  of  Railroad   Holdings 48- 

Recent   Large   DeveloiJUients 488 

Proliahle    I'uture   Development 489 

Effect    of    Recommendations 490 

Land  Estimates  for  \'arious   Plans 491 

Damages  Caused  by   I'roposed  Viaducts 511 

Lands  That  May  Become  L'nnecessary  for  Railroad  Use 512 

Land  Summary  for  Adopted  Final  Recommendations 518 

Effect  of  Recommendations  Upon  Development  and  Land  X'alues 521 

CHAPTER  XIX— FRANCHISE.  LECiAL  AXl)  FIXANCIAL  MATTERS 523 

Franchise  and   Legal  Matters 523 

Financial    Matters    ■•  .  .  525 

Financing  of  Expenditures  Directly  Connected  with  a  Union  Terminal....  527 

Tentative  Plan  for  Division  of  First  Cost 528 

Tentative  Plan  for  Division  of  Operating  and  Maintenance  Cost 529 

Pacific  Electric   Railway  and    Rapid  Transit 529 

CHAPTER   XX— ESTIMATES    531 

Sources  of  Data 531 

Maps    and    Profiles 531 

Occupancy  Survey   533 

Contents    of    Estimates 534 

Key   to   Estimates 538 

Estimates  for  Ultimate  Construction  by  L'nits S44 

Estimates  for  Immediate  Construction  by  L^nits 549 

Keys  to  -Assembly  of  Unit  Estimates  for  Complete  Plans 553 

Summary  of  Unit   Estimates  for  Complete  Plans   (Tables) 557 


APPENDIX 

Page 

TABLE  I— Growth   in   Autoniohilc    Registration,    1914-1918 565 

TABLE  II — Travel  Over  Bridges  Across  Los  Angeles  River 566 

TABLE         III — Passenger    Train,    Freight    Train    and    Light    Engine    Movements 

Along  Alameda  Street— 1917 567 

TABLE  I\' — Passengers   Handled   by  Steam    Railroads  at   Los  Angeles   (April 

1918)    568 

TABLE            V — Passengers   Handled   by   Steam    Railroads   at    Los   Angeles    (Sep- 
tember 1918)    569 

TABLE  V'l— Ticket  Sales  by  Steam  Railroads  at  Los  Angeles  in  1917 570 

TABLE        VII — Scheduled   Passenger  Trains  at   Los  Angeles  as  of  Decemlier  31. 

1917   571 

TABLE      \TII— Scheduled  Passenger  Trains  at  Los  Angeles  as  of  June  2,  1918.  .  .   572 

TABLE  IX— Baggage  Handled  by  Steam   Railroads  at  Los  Angeles,   1917 573 

TABLE  X— Express  Handled  by  Steam  Railroads  at  Los  Angeles,  1917 574 

TABLE  XI — Trackage  and  Car  Capacity,  Steam  Railroad  Passenger  and  Coach 

Yards— 1918    575 

TABLE        XII— Trackage  and   Car  Capacity,   Steam   Railroads— 1918 573 

TABLE      XIIl — Freight   Cars    Handled   by   Southern    Pacific    In   and   Out   of    Los 

Angeles— 1917    576 

TABLE      Xl\— Freight   Cars   Handled   liy    Steam    Railroads    In   and   Out   of   Los 

Angeles— 1917 577 

TABLE        XV— Cars  Interchanged  l)y  .A.I1  Railroads  in  Los  Angeles,  1917 578 

TABLE      XVI— Carload  Freight  Inbound  and  Outbound— Los  Angeles,  1917    579 

TABLE    XVIl — Less-Than-Carload  Freight  Inbound  and  Outbound,  Los  Angeles, 

1917   580 

TABLE  XVIII — Areas  and  Capacities  of  Los  Angeles  Freight  Depots 581 

TABLE      XIX — Cost    Estimate,   1)y    Steps,   of    Proposed    Union   L.    C.    L.    Freight 

Station    582 

TABLE        XX — Freight    Cars    Set    Out    by    Southern    Pacific    on     Spurs     Along 

Alameda    Street 583 

TABLE      XXI— Data  on   Southern  Pacific  Arcade  Station — Los  Angeles 584 

TABLE,   XXII — Physical  Characteristics  of   Passenger  Stations — Los  Angeles....    585 
TABLE  XXIII — Physical   Characteristics  of  Baggage   Facilities  at   Passenger  Sta- 
tions— Los    Angeles    586 

TABLE  XXU' — Physical   Characteristics  of   Express   Facilities   at    Passenger   Sta- 
tions— Los    Angeles    586 

TABLE    XXV — Physical  Characteristics  of  Mail  Facilities  at  Passenger  Stations — 

Los   Angeles    586 

TABLE  XXVT-   Physical     Characteristics    of     Passenger    Stations     Including    All 

Facilities — Los    Angeles    587 


LIST  OF  ILLUSTRATIONS 

No.  Title  Page 

1  Hirdscye    View    of    Los    Angeles    Railway    Situation     in     Accordance     With 

Engineering   Department's    Keconiniendations    •'! 

2  *Tlu'    riaza    ^^ 

3  Growth  of  Los  Angeles  in  Population  and  Area 6/ 

4  Growth  of  the  City  of  Los  Angeles 69 

5  Territorial    Growth    of    Los    Angeles iP 

6  Distrilnition  of   Population  in    1917 '1 

7  •Terminus  of  Los  Angeles  and  San   Pedro   R.   R.  at   Wilmington 74 

8  *First  Los  Angeles  Railroad  Station 78 

9  *Train  Shed — Old  Southern   Pacific  Arcade  Station 89 

10  Map  of  Rail  Entrances  and  Extent  of  Flat  Land  Along  River 92 

1 1  Railroad   Map   of   Los   Angeles    District 93 

12  Relief  Map  of  Los  Angeles  County 9,1 

13  Street  Car  Flow  in  Business  District  During  Evening  Rush  Hours 100 

14  Street  Car  Flow  in  Vicinity  ot  Plaza  After  Rerouting 102 

15  Existing   Street    Car    Routes — Plaza    District 103 

16  Rerouting  of  Street  Cars— Plaza  District 104 

17  Passenger   Traflic    Flow   Diagram 107 

18  Additional  Transit   Facilities Ill 

19  Diagram  of  Rapid  Transit  Lines 112 

20  Study  Showing   Rapid  Transit   Sulnvay   Routes 114 

21  Proposed   Rapid  Transit   Line  to   Pasadena 116 

22  Street  and  Railwav  Traffic  at  the  Los  Angeles  River  Bridges 134 

23.     Profiles  of  River   Bank    Tracks 139 

24  Perspective  of  Bridge  Over  the  Los  Angeles  River  at  Seventh  Street 142 

25  Profiles  of  River   Bank  Tracks  Accompanying  the   I 'Ian   Recommended   for  a 

Union  Station  at   the   Plaza 14S 

26  Profiles  of  River  Bank  Tracks  Accompanying   Plan   for  Union  Station  at  the 

Santa   Fc   Station    Site 146 

27  Profiles  of  River  Bank  Tracks  Accompanying  Plan   for  Union   Station  at  the 

Southern    Pacific    Station    Site 147 

28  Profile  for  a  Viaduct  at  Seventh  Street 151 

29  Cross-section  of  Eighty   Foot   Street 156 

30  *Santa  Fe  Bridge  Across  the  Los  Angeles  River 157 

31  *North   Broadway   Bridge 158 

32  *Xorth   Spring   Street  Bridge  Crossing  the  Tracks  of  the   Santa   Fe,  the   Los 

Angeles   River  and  the  Tracks  of  the   Salt   I-ake 159 

35     *North  End  of  North  Spring  Street  Bridge 161 

34  Plan  and  Elevation  of   Existing  Bridge  at  North  Spring  Street 160 

35  ♦Large   Pier — North   Broadway   Bridge 162 

36  *\orth   Main  Street  Bridge  Crossing  the  Santa  Fe  and  Salt  Lake  Tracks  and 

the    Los    Angeles    River 163 

37  Plan  and  Elevation  for  a  Bridge  Over  the  Los  Angeles  River  at  North  Main 

Street    164 

38  *Southcrn  Pacific  Bridge  Across  the  Los  Angeles  River  at  Alhamhra  Avenue.  165 

39  *Bridges  Across  Los  .\ngeles  River  at  Macy  Street 167 

40  *Along   Macy   Street    Bridges 168 

41  Plan  and  Elevation  for  a  Bridge  Over  the  Los  .\ngeles  River  at  Macy  Street.  169 

42  *Aliso  Street  Bridge  Across  the  Los  .\ngeles  River 170 

43  *View  Looking  .Mong  .-Xliso  Street  Bridge  Across  the  Los  Angeles  River..  ..  171 

44  Plan   and    Elevation    for  an    Interurhan    Electric    Railway    Bridge   Across    the 

River  at  .Miso  Street 173 

45  Plan  and  Elevation  for  an  Interurhan  Electric  Railway  Bridge  Across  the  Los 

.\ngeles  River  at  Aliso  Street 174 

46  Plan   and    Elevation   for   an    Interurhan    Electric    Railway   Bridge   Across   the 

River   at    Aliso    Street 175 

47  *First  Street  Viaduct  .Across  Los  Angeles  River 176 

48  *Wcst    End   of    First   Street    Bridge 177 

49  *West   Approach   to   First   Street   Viaduct 178 

50  Plan  and  Elevation  for  a  Bridge  Over  the  Los  .Angeles  River  at  First  Street..  179 

51  *Fourth  Street   Bridges  and  the   Los  .A.ngelcs  River  Bed 180 

52  *Los  .\ngeles  Railway  Bridge  .\cross  the  Los  .Angeles  River  Fourth  Street..  181 

53  Plan  and  Elevation  for  a  Bridge  Over  the  Los  .\ngeles  River  at  Fourth  Street.  183 

♦View. 


LIST  OF  ILLUSTRATIONS 
Fig. 

No.  Title  Page 

54  *Seventh  Street   Bridge  .Across   Los  .\iigeles  River 1X4 

55  *.'\iiother  View  of  Seventh   Street   Bridge   .\cross  Los  .'\ngeles   River 184 

56  Plan  and  Elevation  for  a  Bridge  Over  the  Los  .Angeles  River  at  Seventh  St.  185 

57  Plan  and  Elevation  for  a  Bridge  Across  the  Los  .Angeles  River  at  Seventh  St.  186 

58  *Xinth    Street   Bridge  .Across   the   Los   .Angeles   River 187 

59  Plan  and  Elevation  for  a  Bridge  .Across  the  Los  .Angeles  River  at  N'inth  Street  188 

60  *Salt   Lake    Bridge  .Across   Los   .Angeles   River  at   Butte   Street 189 

61  *Santa  Fe  Bridge  .Across  Los  .Angeles  River  South  of  Butte  Street 190 

62  *T\venty-Sixth  Street  Bridge  of  the  Los  .Angeles  River 191 

63  *TrafRc  Congestion  at  Seventh  and   .Alameda  Streets 193 

64  *Street  and   Railroad  Traffic   .Across  and   on   .Alameda   Street 194 

65  *VehicIes  and  Train  at  Si.xth  and  .Alameda  Streets 195 

66  .Average  Hourly  Traffic  Across  and  on  .Alameda  Street  at  the   Principal  Cross 

Streets    196 

67  Relation    Between   Street  and    Railroad   Traffic   and   Delays   to   Street   Traffic 

on   .Alameda   Street    196 

68  *Traffic  Congestion  at   Si.xth   and   .Alameda  Streets 197 

69  Freight   Switching   on   .Alameda   Street 210 

70  *.Arroyo  Seco  from   Elysian   Park 220 

71  *Intersection  of  Mission  Road  at  .Alhambra  .A\enue 223 

72  Plan  and  Elevation  for  Santa  Fe  .Avenue  Subway  at  Butte  Street 224 

73  Plan  and  Elevation  for  the  Macy  Street  Viaduct  Over  L^nion  Station  Tracks 

at  the  Plaza   226 

74  Plan  and  Elevation  for  the  North  Main  Street  Viaduct  at  Redondo  Street....  227 

75  Plan  of  Pacific  Electric  Freight  Connection  L'nder  Mission   Road 229 

76  *Southern  Pacific  Station    234 

n  *Ceres  and   Central   .Avenues   from  Southern    Pacific   Station 236 

78  *Passenger    Subway — Southern    Pacific    Station 236 

79  *Platforms  and  Side  Subways  at  Southern   Pacific  Station 237 

80  *Southern  Pacific  Station  Yard  from  Fourth  Street 238 

81  *Exit   Subway  at   Southern    Pacific   Station 239 

82  *Southern    Pacific   Station   Yard — South    End 239 

83  *Southern    Pacific    River   Station 241 

84  *Santa    Fe    Station  .  .■ 242 

85  *Santa    Fe   Station — Rear   View 243 

86  *Salt   Lake   Station 244 

87  *Pacific   Electric   Building — Rear  View 245 

88  *Pacific    Electric   Yard   at   Main   Street   Station 246 

89  *Pacific   Electric   Hill   Street   Station 246 

90  Distribution  Through  the  Day  of  tJie  Number  of  Steam  Road   Passengers....  253 

91  Record  of  Number  of  Passenger  Trains  at  Los  .Angeles  from  1907  to  1919..  ..  262 

92  Forecast    for   Steam    Passenger   Trains 263 

93  *Electric    Locomotive     265 

94  *Baggage  Building  at  Santa   Fe  Depot 266 

95  *Wells.   Fargo   and   Company   Express   Station   at   Fourth   Street   and   Central 

.Avenue  267 

96  *E.xpress  L'nder   Cover — .Southern    Pacific   Station 268 

97  *VVelIs   Fargo   Express   Building — Santa    Fe   Depot 269 

98  *.American    Express   Company — Salt   Lake   Station 269 

99  *Pacific   Electric  Express  Cars  at  Main  Express  Depot 271 

100  *Mail  Building  at  Santa  Fe  Depot 272 

101  Map  of  Southern   Pacific  Station  Grounds  and  Trackage 285 

102  Map    Showing    Relation    of   L'nion    Station    Sites    to    Business    and    Industrial 

Districts 287 

103  Traffic  in  Vicinity  of  the  Plaza 300 

104  Preliminary  Plan  of  Central  Development  .Association 308 

105  Map  Showing  Route  of  Industrial  Terminal   Railway  Company 309 

106  *Perspective  of  L^nion  Terminal  at  Plaza 311 

107  *Perspective  of  L'nion  Terminal  at  Plaza 312 

108  *Front  Elevation  of  Plaza  Union  Terminal 313 

109  The  Hawgood  Plan   314 

110  Trackage  Map  for  L'nion  Station  at   Plaza  as  Proposed  bv   Hawgood 315 

111  The    Storrow    Plan 317 


*View, 


LIST  OF  ILLUSTRATIONS 

Pig- 
No.  Title                                                                                                   Page 

1 12     Track  Arrangement  for  Storrow  I'lan 319 

'A3     Section   Through    I'laza   Terminal 318 

114  Harnaril  I'lan  for  a  Union  Passenger  Terminal  at  the  Plaza 325 

115  Track  Arrangement  for   Barnard   Plan  of  L'nion  Station,  the   Plaza 327 

116  Joint  Passenger  Terminal  as  Proposed  ])>■  the  Southtrn  Pacific  Company  and 

the  Los  Angeles  and  Salt  Lake  Railroad  Company 329 

117  Track  Plan  for  L^nion  Station  at  the  Southern  Pacific  Site 331 

118  Grade  Crossing  Elimination  at  Sixth  and   Alameda  Streets 333 

119  Profile  of  Elevated  Approach  to  Southern   Pacific  Station 334 

120  Perspective   of  Seventh   Street   Viaduct   and   Elevated   Approach   in    Southern 

Pacific   Station    Project    335 

121  Route  Map  With  Union  Station  at  the  Southern  Pacific  Site 339 

122  Plan  for  l'nion  Passenger  Terminal  at  the  Southern   Pacific  Site 341 

123  Plan  for  Union  Passenger  Terminal  at  Santa  Fe  Site 349 

124  Route  Map  With   Union  Station  at  Santa   Fe  Station  Site 351 

125  *  Perspective  of  Union  Passenger  Station  at  Santa  Fe  Station  Site 350 

126  Engineering    Department    Plan    for    Union    Passenger    Station    at    Santa    Fe 

Station  Site 353 

127  Plan  for  a  Union  Coach  Yard  to  Accompany  Plan  of  Union  Passenger  Station 

at  Santa  Fe  Site   357 

128  *Union   Passenger  Terminal  at  the  Plaza.  Los  Angeles 366 

129  Engineering  Department  Plan  for  a  L^nion  Passenger  Terminal  at  the  Plaza..  369 

130  Route  Map  With  Union  Station  at  the  Plaza 373 

131  Plan  for  Union  Passenger  Station  at  the  Plaza 375 

132  Plan  and  Section  for  a  Subway  Station  at  Main  and  Rcpulilic  Streets.  Accom- 

panying Plan  for  Union   Station  at  the  Plaza 377 

133  First   Step  in   Engineering  Department    Plan   for  a   Passenger   Station   at   the 

Plaza 383 

134  General  Study  Showing  Relation  of  Union  Station  at  Plaza  to  Shops.  Yards, 

Trunk  Lines  and  Present  and  Possible  Future  Rapid  Transit   Facilities....  386 

155  Through   Freight  Traffic 402 

136  Carload  Freight  Movement  in   Los  Angeles 403 

137  *New    Classification    Yard.    Southern    Pacific 408 

138  *Southern   Pacific  Upper  Yard 409 

1.39     *Southern  Pacific  Lower  Yard 409 

140  *Southern   Pacific   Midway  Yard 410 

141  *Santa  Fe  Yards  North  of  Fourth   Street  T$ridge 413 

142  *Southern    End    Santa    Fe    Freight   Yard 413 

143  *Salt  Lake  Freight  Yard  North  of  Fourth  Street 415 

144  *Sa!t  Lake  Yard  South  of  Fourth  Street 415 

145  *Pacific  Electric  Freight  Yard '. 417 

146  *Southcrn  Pacific  Freight  Sheds  and  Team  Yard 419 

147  *Southern    Pacific    Freight    Depot 420 

148  *Southern  Pacific  Outbound  Freight  Shed 421 

149  *Another  \'iew  Southern  Pacific  Outbovnd   Freight  Shed A22 

150  *.Santa  Fe  Inbound   Freight  Shed '. 422 

151  *Modern   Package   Freight  Handling  at   the  Santa   Fe   Freight  House 423 

152  *Santa   Fe   Station   Yard ' 423 

153  *.Santa   Fe  Outlinund  Freight  Shed 424 

154  *SaIt   T-ake   Freight   Station 425 

1.55     *Salt  I-ake  Automobile   Freight  Station 426 

156  *Pacific    Electric    Freight    Station 427 

157  Proposed   Pacific    Electric   Freight   House   Yards 428 

LS8     *Macy   Street   Team   Yards 429 

159  *Southern   Pacific  Team   Tracks — Fourth   and   Alameda   Streets 430 

160  *Santa  Fe  Team  Yard  Between  Third  and  Fourth  Streets 430 

161  *Santa  Fe  Team  Tracks 431 

162  *Santa  Fe  Team  Yard  at  Bay  and  Lawrence  Streets 431 

163  *Team  Tracks  at   Salt   Lake   Freight   Station 432 

164  *Pacific   Electric  Team  Yard  and  Transfer  Yard 433 

165  *Warehouses  and   Cars — Los  Angeles  Union  Terminal 435 

166  *Market   Court — Los  Angeles   Union   Terminal 434 

*View, 


LIST  OF  ILLUSTRATIONS 
Fig. 
No.  Title  Page 

167  Regional   Distribiilioii   of   Freight   Cars  on    Industry   Tracks   anil    Interchange 

of  Freight   Cars    439 

168  *Industry  Spur  in  Arcade 440 

169  *Santa   Fe   Alley   Near   Violet   Street 441 

170  *Spur   Track    Placed    Beliind    Sidewalk 441 

171  *\\'arehouse   With    Spur   Track   Inside 442 

\72     *Spur  Track  on  Alameda  Street   Near  First  Street 442 

173     *Sidevvalk  Used   for  Unloading   Platform 443 

!  74     *Freight   Cars  in   Commercial   Street 444 

175  Proposed  Union  Tertuinal  for  Less  Than  Carload  Freight 459 

176  Proposed  Freight  Yard  and  Connection  from  Butte  Street  to  Hunter  Street..  463 

177  Proposed  Joint  Use  of  Tracks  of  Salt  Lake  and  Southern   Pacific  Tracks  Be- 

tween  Los  Angeles  and  Colton    465 

178  Location  and   Class  of   Buildings   in   the   Industrial   Section 478 

179  Ownership  and  Occupancy  of  Principal  Industrial  Lands  of  Los  .Angeles....  481 

180  Land  Index  of  Railroad  and  Utility  Properties  in  the  Railroad  and  Industrial 

District    487 

181  Land  Map  for  Plan  ".\" — Union  Station  at  the  Southern  Pacific  Station  Site.  493 

182  Land  Map  for  Plan  'D"— Union  Station  at  the  Santa  Fe  Station   Site 497 

183  Land  Map  for  Plan  "C"— Union  Station  at  the  Plaza 499 

1S4     *Main   Street   Xorth   From   Market  Street .501 

185  *Main   Street   Between  Commercial  Street  and  the  Plaza 501 

186  *Main    Street    From    the    Plaza 502 

187  *Main    Street    Between    Marchessault    and    Macy    Streets 502 

188  *Plaza  Street  Between  Main  and  Los  Angeles  Street 503 

189  *Los  Angeles  Street  Between  Cominercial  and  Arcadia  Streets 504 

190  *Los  Angeles  Street  From  .\rcadia  Street  to  Plaza  Street SOS 

ICl     *Los  Angeles  Street   From  the  Plaza  Toward  Commercial   Street 506 

192  *Los  Angeles  Street  South   From  .'Miso  Street S07 

193  *Los  Angeles  Street  and  "Negro"  Alley 507 

194  *Frontage  on  the  West  Side  of  the  Intersection  of  Los  Angeles  and  Alameda 

Streets    §08 

195  *Intersection  of  Los  Angeles  and  Alameda   Streets 308 

196  *Improvements  on  the  Property  of  the  Oil  Well  Supply  Co 509 

197  *Looking  East  .Across  Alhambra  Avenue  at  Alameda  Street 509 

198  Key  Mao  for  Estimates  for  Southern  Pacific  Plan 539 

199  Kev  Map  for  Estimates  for  Santa  Fe  Plan 541 

200  Key  Map  for  Estimates  for  Plaza  Plan 543 

*View. 


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pteo  stxi 


LETTER  OF  TRANSMITTAL 

Subject :     Los  Angeles  Railroad  Grade  Crossing  and 
Terminal   Investigation,   Cases  970  et  scq. 


California  Railroad  Commission, 

San  Francisco,  California. 

Gentlemen  : 

In  December,  1917,  the  Commission  instructed  me  to  arrange  for  a  com- 
plete engineering  investigation  into  the  Los  Angeles  railroad  grade  crossing 
and  freight  and  passenger  terminal  situation  and  to  report  to  the  Commission 
on  all  of  the  matters  above  referred  to.  This  work  has  now  been  completed 
and  I  am  submitting  with  this  letter  this  department's  "Report  on  Railroad 
Grade  Crossing  Elimination  and  Passenger  and  Freight  Terminals  in  Los 
Angeles." 

You  will  find  preceding  the  first  chapter  a  summary  and  in  the  body  of 
the  report  a  full  discussion  of  the  Los  Angeles  grade  crossing  and  terminal 
problem.  The  report  has  grown  to  be  larger  than  was  expected.  It  was 
necessary,  nevertheless,  to  limit  the  scope  of  the  investigation  and  to  leave 
out  of  consideration  a  number  of  matters  that  were  brought  before  us  in  the 
course  of  our  work.  Among  such  matters  were  the  relation  of  the  Los  .An- 
geles railroad  development  to  the  municipal  harbor  at  San  Pedro,  more  com- 
prehensive plans  for  the  elimination  of  grade  crossings  on  electric  rapid 
transit  lines,  the  electrification  of  the  steam  roads  in  the  Los  Angeles  district 
and  in  Southern  California,  the  location  and  the  plan  for  a  civic  center,  and 
other  problems  of  a  city  planning  character.  Aside  from  the  fact  that  each 
one  of  these  subjects  is  large  enough  for  a  separate  and  independent  investi- 
gation and  that  we  had  neither  the  means  nor  the  time  to  deal  adequately 
with  these  matters,  it  was  apjiarent  tiiat  in  their  essential  features  they 
were  outside  the  jurisdiction  of  this  Commission. 

Within  the  limits  it  was  necessary  to  recognize,  we  believe  that  our 
report  is  complete.  This  statement  is  made  with  the  fact  in  mind  that  there 
is  available  in  the  engineering  department  a  very  large  amount  of  detail  data 
that  it  was  impracticable  to  include  in  a  printed  report.  The  magnitude  of 
the  subject  can,  perhaps,  best  be  illustrated  by  the  fact  that  estimates  were 


12  Los  Angeles  Terminal   Investigation 

made  for  various  purposes  ami  plans  (many  of  which  liad  to  be  rejected) 
totalling  in  excess  of  one  hundred  million  di^)llars,  and  that  the  total  estimate 
for  all  of  our  ultimate  rccommcndalions  amounts  to  approximately  thirty-two 
million  dollars. 

It  will  be  con\  tMULiit  to  give  to  the  Commission  in  this  letter  our  conclu- 
sions in  the  tlirec  main  branches  of  the  investigation  (possibility  of  grade 
crossing  elimination :  desirability,  location  and  plan  for  a  union  passenger 
terminal;  possibility  for  impro\ement  in  the  freight  situation)  and  in  the 
matters  related  to  these  three  main  branches. 

Grade  Crossing  Elimination 

This  is  the  most  important  nf  the  three  subjects  and  is  the  one  that  is 
of  most  vital  importance  to  the  public  and  to  the  railroads.  It  is  also  the 
controlling  engineering  element  in  the  entire  report  and,  to  a  large  extent, 
governs  the  solution  of  the  uninn  terminal  and  freight  problems.  We  believe 
that  all  complaints  against  the  unsatisfactory  grade  crossing  conditions  in 
Los  Angeles,  within  the  scope  of  this  report,  can  be  satisfied  and  that  a 
permanent  solution  of  the  problem  can  be  had  by  the  adoption  of  our  recom- 
mendations.   These  are: 

1.  Eliiniiiate  all  important  grade  crossings  on  both  banks   of  the  Los  .\n- 

gelcs  River  through  the  depression  of  the  railroad  tracks  and  the  ele- 
vation of  the  streets  by  means  of  the  improvement  of  existing,  and  the 
construction  of  new,  viaducts  across  the  river  and  across  the  tracks 
adjacent  to  the  river.  The  streets  to  be  so  treated  are  North  Main, 
Macy,  Aliso,  East  First,  East  Fourth,  East  Seventh  and  East  Ninth 
Streets.  The  North  Spring  Street  crossing  is  to  be  entirely  eliminated 
and  Alhanibra  .'\venue  crossing  is  to  be  protected  by  an  improved 
interlocking  plant.  The  recommendations  should  be  carried  out  sub- 
stantially in  the  order  and  according  to  the  plans  given  in  this  report. 

2.  Allow    tracks    to    remain    on    .Alameda    Street    but    eliminate    all    (except 

approximately  3  per  cent)  of  the  present  railroad  traffic  by  diverting 
to  better  channels.  The  remaining  traffic  (consisting  of  switching  ser- 
vice) is  to  be  handled  at  night  lietween  Macy  and  Ninth  Streets.  Elim- 
inate all   main   line  traffic  from  Alameda  Street. 

3.  Bring  about  the  elimination  of  61  streets,  8  electric  railway  and  2  steam 

railroad  crossings  by  the  adoption  of  the  Santa  Fe  plan  for  an  improved 
line  between  Los  Angeles  and  Pasadena.  Bring  about  the  elimination 
of  an  additional  28  grade  crossings  on  the  Salt  Lake  Railroad  by  re- 
quiring that  road  to  join  in  the  construction  and  the  use  of  the  proposed 
Santa  Fe  line  and  by  the  abandonment  and  removal  of  its  present 
tracks  between  the  termini  of  the  proposed  line. 

If,  in  addition  to  the  existing  rapid  rtansit  lines,  a  municipal  electric 
line  should  be  built  between  Los  Angeles  and  Pasadena,  this  line 
should  be  located  on  the  same  right  of  way  (additional  width  to  be 
acquired)  and  should  be  combined  for  the  Santa  Fe  and  the  Salt  Lake 
between  Los  Angeles  and  Pasadena. 

4.  Depress  Santa  Fe  Avenue  and  raise  the  Butte  Street  tracks  to  el 


the  grade  crossing  at  Butte  Street  and  Santa  Fe  .A.ven 


immate 
ue. 


I,i:i  iKKs  (IK  Transmittal  13 

Union  Passenger  Terminal 

After  a  most  exhaustive  consideratinn  of  all  arguments  for  and  against 
a  union  passenger  station  in  Los  Angeles,  we  have  come  to  the  conclusiou 
that  the  establishment  of  such  a  station  is  desirable  both  from  the  standpoint 
of  the  public  and  from  the  stan(l]KMnt  of  the  railroads,  that  the  cost  is  justified 
and  that  the  project  can  be  financed.  The  reasons  for  this  n inclusion  are 
given  in  detail  in  the  body  of  the  report. 

We  have  found  three  sites  adapted  to  the  location  of  such  a  station,  \iz.. 
the  Plaza  site,  the  Santa  Fe  Station  site  and  the  Southern  Pacific  Station  site. 
Detailed  plans  and  estimates  have  been  worked  up  by  us  for  each  of  these 
locations,  and  the  recommendations  contained  in  the  report  have  been  fitted 
to  each  of  the  plans.  Of  the  three  plans,  the  Plaza  plan  is  the  best  and  it  is 
our  recommendation  that  the  Commission  order  the  establishment  of  a  union 
passenger  station  at  this  site  substantially  in  accordance  with  the  plan  we 
have  developed. 

Freight 

We  believe  that  the  matter  of  proper  freight  facilities  is  of  even  greater 
importance  to  the  City  of  Los  Angeles  than  the  matter  of  steam  railroad 
passenger  facilities.  It  is  our  conclusion  that  freight  traffic  conditions  are 
not  unsatisfactory  and  that  no  far  reaching  recommendations  are  necessary 
to  bring  about  such  further  improvements  as  appear  to  us  desirable.  Our 
recommendations  in  this  connection  are : 

1.  Tracks   should   not   be    removed    from   Alameda   Street   at   this   time,    but 

all  possible  traffic  should  be  removed  from  that  street  (see  recom- 
mendation No.  2  above). 

2.  The  so-called  "Santa   Fe  .Mley  Si)ur"  should  be  removed  north  of  Butte 

Street. 

3.  Dealing  with  switching  service  and  spur  tracks  for  the  future,  we  recom- 

mend that : 

(a)  Xew   permits  he  not  granted   for  industry  tracks   longitudinally   in 

the  streets. 

(b)  All  tracks  now  longitudinally  in  the  streets  be  confined  to  indus- 

trial purposes  only  and  be  removed  as  soon  as  better  access  to 
the  industries  served  can  be  obtained. 

(c)  All  spur  tracks  to  be  built  in  general  easterly  and  westerly  direc- 

tion from  the  river  banks  and  not  across  east  and  west  streets 
unless,  by  such  construction,  the  crossing  of  important  north 
and  south  streets  is  avoided. 

4.  The  establishment  of  a  union  freight  station  for  less  than  carload  freight 

at  the  Santa  Fe  freight  yard  site  on  Santa  Fe  Avenue  from  First  to 
Seventh  Streets  is  recommended.  The  present  Santa  Fe  freight  station 
is  to  become  a  part  of  this  union  freight  station.  This  we  consider  a 
very  important  recommendation  and  one  that  will  be  of  great  and 
permanent  benefit  to  the  railroads  and  to  the  shippers  in  Los  Angeles. 

5.  The  establishment  of  team  yards  along  the  east  side  of  Alameda  Street 

is  recommended,  as  outlined  in  the  report. 

6.  We  recommend  the  construction  of  new  freight  yards  farther  away  from 

the  industrial  district.     A  new  yard  is  recommended  for  the  Southern 


14  Los  Angeles  Terminal  Lwestigatiox 

I'acilic,  following  the  plans  of  this  road,  along  the  San  Fernando  Road. 
and  a  new  yard  for  the  Santa  Fe  is  recommended  on  the  FuUerton  line 
just  east  of  Hohart,  on  land  already  acquired. 

Related  Recommendations 

Related  to  the  foregoing  rcconiinciuhitions  are  certain  otlier  matters 
that  are  cither  l)efore  the  Qimmission  in  various  applications  consolidated 
with  this  i)rocee<ling  or  that  are  important  factors  in  the  terminal  problem 
and  that  tall  within  the  scope  of  this  report. 

1.  Union  Passenger  Station  and  Electric  Interurban  Service:     If  our  recom- 

mendation for  the  establishment  of  a  union  passenger  stavlon  at  the 
I'laza  is  adopted  by  the  Commission,  we  recommend  also  the  construc- 
tion of  a  subway  from  the  present  Pacific  Electric  station  at  Sixth  and 
Main  Streets  northerly  along  Main  Street  to  and  under  the  passenger 
station,  changing  to  an  elevated  railroad  along  Ramirez  Street  and 
meeting  the  present  line  at  the  Aliso  Street  bridge.  This  line  from 
here  would  continue  as  an  elevated  railway  to  Brooklyn  Avenue  where 
the  present  tracks  and  grade  would  be  met.  This  subway  construction 
along  Main  Street  should  be  undertaken  within  the  next  five  years. 

The  present  elevated  Pacific  Electric  structure  in  the  rear  of  the 
Main  Street  Station  should  be  extended  to  Alameda  Street  and  thence 
south  to  Fourteenth  Street. 

We  realize  that  this  is  a  far-reaching  recommendation  but  believe 
it  justified  and  essentia!  in  the  interest  of  transportation  and  city 
development  in  Los  Angeles,  for  reasons  given  in  the  report. 

2.  Continuation  of  Consolidated  Uptown  Ticket  Office:     This  matter  is  re- 

lated to  our  recommendation  for  a  union  passenger  station.  We  urge 
that  the  existing  consolidated  uptown  ticket  office  be  continued,  pend- 
ing the  establishment  of  a  union  passenger  station,  after  the  railroads 
return  to  private  control.  This  recommendation  is  made  because  the 
present  arrangement  instituted  by  the  United  States  Railroad  Admin- 
istration has  proved  satisfactory  in  every  respect  to  the  public  and  to 
the  railroads. 

3.  Application  3346   (Southern   I'acific  Company  and  Salt  Lake  Railroad  for 

approval  of  agreement  covering  joint  terminal  facilities).  It  follows  as 
a  result  of  the  recommendations  contained  in  this  report  that  this  appli- 
cation should  be  dismissed. 

4.  Application    2962    (Industrial    Terminal    Railway    to    issue    stock    for    the 

coiisiiiu-tion  of  a  switching  and  terminal  railway):  This  application 
should  be  dismissed  for  the  same  reasons,  although  it  will  probably 
appear  that  w^th  the  adoption  of  our  recommendations,  another  appli- 
cation  of  this   nature   will  likely  be  filed  later  on  in   a  modified    form. 

5.  Application    3037    (Los    Angeles    and    Salt    Lake    Railroad    Company    for 

authority  to  establish  14  grade  crossings  in  order  to  enable  the  con- 
struction of  a  freight  terminal  on  Alameda  Street):  We  recommend 
that  this  application  be  denied  since  our  recommendation  for  a  less 
than  carload  union  freight  station  at  the  Santa  Fe  site  will  take  care 
of  all  such  freight  requirements. 

6.  Case  938   (Interlocking  at  Aliso  Street  and  the  Los  Angeles  River):     In 

this  case  the  Commission  made  its  order  directing  the  installation  of 
an  interlocking  plant  to  control  the  Pacific  Electric  Railway,  the  Santa 
Fe  and  the  Los  Angeles  and  Salt  Lake  roads  at  this  point.  A  supple- 
mental order  was  later  issued  holding  the  matter  in  abeyance  pending 


Letters  of   Transmittal  15 

the  completion  of  this  report.  Since  our  recommendations  lor  the  sep- 
aration of  grades  and  for  a  union  passenger  station  will  eliminate  this 
crossing,  the  construction  of  this  interlocker  will  not  be  necessary.  An 
order  should  be  issued  to  this  effect  after  the  adoption  of  our  recom- 
mendations. 
7.  Pairing  of  Southern  Pacific  and  Salt  Lake  Tracks  between  Los  Angeles 
and  Colton:  'Die  recmiinienilation  for  such  pairing  m  tracks  was  made 
to  the  Director  General  jointly  by  the  engineers  representing  the  Fed- 
erally controlled  railroads  and  by  the  Commission.  Although  this 
recommendation  is  very  clearly  to  the  benefit  of  the  interested  rail- 
roads and  although  the  improvement  can  be  made  with  very  small 
expenditure  and  although  an  annual  saving  in  the  cost  of  operation 
was  estimated  at  $173,025  (and  this  estimate  has  in  the  meantime  in- 
creased), nothing  has  been  done  to  carry  out  this  recommendation. 
We  can  see  no  reason  and  have  no  explanation  for  the  inaction  on  the 
part  of  the  United  States  Railroad  .Administration.  The  recommended 
plan  will  work  perfectly  with  our  recommendations  and  we  again  urge 
that  the  proposed  pairing  of  tracks  as  outlined  in  the  report  be  put 
into  effect  by  the  action  of  this  Commission  as  soon  as  the  operating 
control  of  the  roads  is  released  by  the  Federal  Government. 

Cost  Estimates 

Detailed  cost  estimates  will  be  found  in  the  suiiiiiiary,  in  the  body  of  the 
report  and  in  Chajiter  XX. — Estimates.  I  shall  here  give  only  our  totals  for 
the  ultimate  jilans  worked  out  by  us  for  the  foregoini;"  recommendatii  ins  : 

ESTIMATED    CAPITAL    EXPENDITURES    FOR    ALL    RECOMMENDATIONS 

(Ultimate   Plan) 

Grade   Crossing   Elimination    $11,488,933 

.\long  Los  .Angeles  River   $4,596,042 

Between   Los  Angeles  and  Pasadena   6,700.000 

Butte  Street  Trackage    192,891 

Union  Passenger  Terminal  and  Coach  Yard 10.933.202 

Union   Freight  Station    2.575,942 

New  Freight  Yards   2,835.187 

Double  Track  Operation  of  Southern  Pacific  and  Salt  Lake  Tracks 

between  Los  Angeles  and  Colton — Pairing  of  Single  Tracks...        136,812 

Team  Yards   629.021 

-Additional   Trackage,   X'arious    Locations 710,818 

Subw-aj-  and  Elevated  Construction — Pacific  Electric 5.741.566 

Total     $35,051,481 

Release  Southern  Pacific  Station  and  Coach  Yard  Sites 2,818,036 

Net  Total    $32,233,445 

While  a  capital  expenditure  i>i  (i\er  $32,(X)0,000  seems  large,  it  should  be 
remembered  that  this  money  is  to  be  e.xpended  over  a  term  of  years.  In  any 
event,  whether  the  foregoing  recommendations  are  ado])ted  or  not.  very  large 
capital  expenditures  aggregating  probably  in  the  neighborhood  of  the  sum 
estimated  by  us  will  become  necessary  in  the  near  future  if  the  transportation 
of  Los  Angeles  is  to  keep  pace  with  the  growth  and  the  industrial  and  business 


16  Los  Angei.es   Tkkminai.    In\  icstkjatiu.n 

development  of  the  City.  The  choice  is  not  between  a  large  e.xpenditure 
if  these  recommendations  are  adopted  and  a  small  one  if  they  are  not  adopted  : 
it  is  rather  between  an  adequate  and  carefully  planned  development  without 
wasteful  e.xpcnditures  and  a  haphazard  {growth  dictated,  in  the  main,  by 
private  interests  from  the  standpoint  of  each  individual  road.  In  either  case 
the  burden  of  capital  and  operating  costs  nuist.  in  the  end,  be  borne  by  the 
public. 

It  is  impossible  to  estimate  in  dollars  the  direct  and  indirect  savings  and 
benefits  through  the  carrying  out  of  these  plans  that  will  accrue  to  the  rail- 
roads, to  the  passengers  and  to  the  shippers  and  also  to  the  people  and  enter- 
prises affected  by  transportation  conditions.  We  have  no  hesitation  in  saying, 
however,  that  from  the  financial  standpoint  alone,  the  jjroposed  expenditure 
is  justified.  In  the  larger  aspect  of  city  planning,  there  is  no  doubt  that  the 
City  of  I.os  .\ngeles  should  use  every  efi'ort  to  assist  in  the  carrying  out  of 
these  recommendations. 

It  is  a  i)leasure  to  acknowledge  the  wdiole-hearted  co-operation  of  our 
permanent  and  temporary  engineering  staff  and  of  all  other  Commission 
employees  assigned  to  this  work.  I  have  attached  to  this  letter  a  statement 
of  personnel,  listing  all  engineers  assigned  to  the  investigation,  in  order  thai 
the  Commission  may  know  to  whom  credit  and  responsibility  belong.  Much 
credit  and  thanks  are  tlue  to  the  engineers  and  representatives  of  the  City 
and  County  of  Los  Angeles  and  of  all  the  railroads,  steam  and  electric,  who 
were  always  ready  to  furnish  us  with  the  necessary  information  and  to  assist 
us  in  every  possible  way.  It  would  have  been  impossible,  without  the  assis- 
tance of  these  gentlemen,  to  comiilete  this  report  within  the  time  and  means 
at  our  disposal. 

Respectfully, 


y^/^M,J^ 


July  31,  1919.  Chief  Engineer 


b' 


PERSONNEL 

Richard   Sachse,   Chief   Engineer,   in   charge. 

H.  G.  Weeks.  .Assistant  Engineer,  in  charge  of  office  and   field  work  in   Los  Angeles. 

Structural  Design  and  Estimates — *G.  S.  Hill.  .Assistant  Engineer. 

E.  A.  Bender.  Draftsman,  H.   Schmidt,  Draftsman, 

*T.  F.  Chace,  "  *0.  A.  Schyl, 

*H.  E.  Findlay,  "  *H.  Y.  Smith. 

*G.  A.  Raab.  "  *L.  Millsaps, 

*Earl  Frary.  Architectural  Draftsman. 

Land  Appraisal — \'.  C.  Dickinson,  Assistant  Engineer. 

R.   L.   Davis,   .\ssistant   Engineer,  F.  H.  Smith,  Assistant  Engineer, 

Ward  Hall,  "  "  R.  W.  Ure,  Clerk, 

Historical  and  Traffic  Studies — A.  C.  Wells,  Assistant  Engineer. 

*C.    Fiske.   Jr..   .\ssistant    Engineer,  ♦R.   X.  Taplin,   Assistant   Engineer, 

Trackage  Estimates  and  Industrial  Survey — A.  A.   .\nderson,  Assistant   Engineer. 
J.    F.    Beaman.   Assistant    Engineer,  A.    N.   Johns,   Assistant    Engineer, 

Building  Estimates — *H.  D.  Johnson.  Assistant  Engineer. 

General — 

B.  W.  Campbell  .Assistant  Engineer.  G.   H.  Sisson,   .Assistant   Engineer. 


*Temporarj-  employee. 


SUMMARY  OF  REPORT  AND  OF  RECOMMENDATIONS 

A  short  review  uf  the  furnial  jjroceeilings  which  led  to  the  Los  Angeles      History  of 
grade  crossing  and  terminal   investigatinn   is  necessary  to  an  understanding      Proceed- 
ot   the  purpose  of  this  report.     In  July.   l'>15,  several  civic  organizations  of      ings 
Los  Angeles  filed  comi)laints  asking  the  Commission  to  ameliorate  the  grade 
crossing  situation   within  the  city  limits  of  Los  Angeles,  to  consolidate  and 
unify    the    tracks    of    the    various    mads,    to    pro\-ide    for    a    union    ])assenger 
station   and    fnr   better    freight    facilities    and    to    investigate    thcrnughly    the 
entire  transpcirtation  situation. 

These  cctmplainants  were  joined  in  ilieir  general  and  more  specific  peti- 
tions by  a  number  of  other  ci\ic  ;ind  commercial  c  irganizations  and  by 
several  munici])alities  in  the  immediate  neighljorhood  of  Los  Angeles,  until, 
in  August,  l''lf).  there  were  before  the  C'ouunission  se\en  formal  proceedings 
and  at  least  ten  informal  complaints.  L'nder  the  prii\ision>  nl  the  Public 
Utilities  Law,  the  Commission  began  the  hearing  uf  these  cases  and  con- 
solidated them  into  one  proceeding. 

The  question  of  the  Conunission's  jurisdiction  was  raised  by  the  railroads 
and  by  the  Cit}-  of  Los  Angeles  and  the  issue  was  taken  before  the  Supreme 
Court  of  the  State  of  California,  .\fler  the  Court  had  conlirmed  the  Com- 
mission's inrisdiction  in  all  essential  aspects  and  had  |ilaceil  the  Commission 
under  luandate  to  proceed  with  the  various  cases,  the  City  of  Lo.s  Angeles, 
the  County  of  Los  Angeles  and  other  interests  were  made  iiarties  to  the 
proceeding  and  the  Ci  luimission  c<intinued  with  the  in\  cstigation. 

There  are  now  inchuled  in  this  proceeding  all  of  the  steam  railroads  and 
electric  raihvavs  entering  into  and  ojierating  in  the  City  of  Los  Angeles 
(the  Southern  I'acilic.  the  ."^anta  l'"e.  the  Los  Angeles  and  Salt  Lake,  the 
I'acific  Electric  and  the  Los  .\ngcles  Kailway):  the  City  of  Los  .\ngeles. 
as  represented  by  the  city  autiiorities  ami  b_\'  a  number  of  connnercial  and 
civic  organizations;  the  tities  of  I'asadena.  Alhambra.  .^an  (iabriel.  South 
Pasadena.  San  Dimas,  h'.l  Monte.  I'oniona.  i  >ntario.  .Sierra  Madre.  Colton. 
.San  Marino.  San  I'edro.  Whittier.  Santa  Monica  and  X'enice;  and  the  County 
of  Los  .\ngeles  through  its  county  authorities. 

Subsequent  tcj  the  fding  of  the  \arious  proceedings  just  referred  to. 
applications  were  maile  to  the  Counnission  liy  tlie  Los  .\ngeles  and  .^alt 
Lake  Railroad.  b\  the  Industrial  'reiininal  R;iil\\;iy  Comi)any  of  Los  Angeles. 
b\'  the  Southern  Pacific  and  b\-  the  Southern  I'acilic.  the  .^alt  Lake  and  the 
Pacific  lilectric  jointly,  for  permission  to  undertake  certain  operating  agree- 
ments aftecting  the  Los  .\ngcles  grade  crossing  and  termin.al  situation. 

With  all  of  these  apidicatious  the  (  onimissiou  took  the  position  that 
large  capital  expenditures  and  important  re-arrangement  of  existing  condi- 
tions were  unjustified  until  the  larger  matters  had  been  thoroughly  con- 
sidered.    For  this  reason  all  of  the  api)lications  were  held  in  abevance. 

In  December,  \')\7.  public  hearings  by  tiie  Commission  were  continued 
until   further  notice  i)ending  the  completion  of  the  engineering  investigation 


20  Los  Angei.es   Terminal    Investigation 

which  h;ul  been  undertaken  by  the  Commission  and  fur  the  purpose  of  which 
the  City  Council  of  Los  Angeles  had  appropriated  $20,000  to  defray  part 
of  tlie  cost  of  the  work. 

Active  work  in  this  investigation  began  about  January,  1918,  shortly 
after  the  control  of  the  three  steam  railroads  in  Los  Angeles  had  been  taken 
over  by  the  United  States  Railroad  Administration,  and  this  work  has  been 
pursued  ever  since,  resulting  in  this  report. 

With  the  assiunption  of  the  operating  control  of  the  railroads  by  the 
Federal  Government,  Hon.  \\'m.  G.  McAdoo,  the  Director  General  of 
Railroads,  announced  as  one  of  his  policies  the  unification  of  terminal  facilities. 
Los  Angeles  was  one  of  the  cities  whose  terminals  he  wished  to  unify.  He 
made  request  on  this  Commission  to  give  him  the  benefit  of  its  investigatioti 
and  of  its  views  in  the  Los  .\ngeles  grade  crossing  and  terminal  situation. 
As  a  result  of  this  request  the  Commission's  Engineering  Department  made 
two  reports,  the  first  in  September,  1918,  and  the  second  in  January,  1919. 
Both  of  these  reports  contained  recommendations  which  were  to  be  put 
into  effect  imniediatel}'  and  during  Federal  control,  which  were  calculated 
to  improve  certain  unsatisfactory  traffic  and  grade  crossing  conditions  and 
which  (and  this  was  the  main  point)  were  to  effect  considerable  immediate 
savings  in  operating  costs.  While  the  recommendations  in  the  first  report 
were  urged  upon  the  Director  General  by  the  Commission  alone,  the  proposals 
in  the  second  report  were  the  joint  recommendations  of  the  Railroad  .Ad- 
ministration's own  engineers  and  the  engineers  of  this  Commission. 

It  might  be  stated  here  that  none  of  the  recommendations  have  at  this 
time  been  carried  into  effect  by  the  United  States  Railroad  .Adminisration. 

It  is  the  Commission's  intention  that  this  report  in  its  present  form  shall 
be  submitted  to  all  of  the  interested  ])arties  for  criticism  and  suggestions, 
that  thereafter  further  public  hearings  shall  be  held,  that  after  the  conclusion 
of  these  hearings  the  recommendations  contained  in  the  report  shall  be 
revised  on  the  basis  of  such  additional  facts  as  may  be  established  during 
the  hearings,  and  that  finally  the  Commission  shall  make  its  decision  and 
order. 
Scope  of  The  scope  of  the  investigation   is  broad  and  includes  the  entire  steam 

Work  and  electric  railroad  situation   in   Los  Angeles  and   vicinity.     Of  necessity, 

however,  the  report  deals  particularly  with  the  steam  railroads,  although  the 
interurban  electric  transportation  problem  (Pacific  Electric  Railway)  and 
the  street  railway  question  (Los  Angeles  Railway)  have  been  given  considera- 
tion in  their  relation  to  the  steam  carriers. 

The  engineering  inquiry  in\olved  the  following  subjects: 

(a)  Grade  crossing  eliiniiiatioii, 

(b)  Union  passnger  terminal, 

(c)  Joint  main  line  and  industrial  trackage, 

(d)  Improvement  and  possible   re-arrangement  of   freight   facilities, 

(e)  Electric  interurban,  street  railway  and  automobile  traffic, 

(f)  City  streets,  viaducts  and  bridges  and  the  relation  of  the  transportation 

problem  to  the  general  subject  of  city  planning. 


Summary  of  Report  and  Recommendations 


21 


Again,  the  engineering  investigation  distinguishes  between  : 

(a)  Work  to  be  done  within  the  city  liinits  of  Los  Angeles, 

(b)  Work  to  be  done  outside  the  city  limits  of  Los  Angeles. 

And  again,  the  report  recognizes  that  any  comprehensive  plan  can  be 
carried  otit  only  under  the  "unit  system"  and  that  a  program  must  be  laid 
down  for : 

(a)  Work  to  be  commenced  and  carried  out  immediately  after  a  plan  has 

been  adopted, 

(b)  Work  to  be  carried  out  later. 

(c)  Work  for  the  more  distant  future, 

The  recommendations  may  be  considered  under  three  lieads,  in  the  order 
of  their  importance : 

(a)  Elimination  of  grade  crossings, 

(b)  Establishment  of  a  union  passenger  terminal. 

(c)  Improvement  in  the  handling  of  freight. 

These  three  phases  of  the  investigation  are  interdependent,  and  a  deter- 
mination of  one  question  cannot  be  reached  without  a  study  of  the  other  two. 
On  the  basis  of  such  a  study,  the  following  conclusions  are  reached: 

ELIMINATION  OF  GRADE  CROSSINGS 

Crossings  Adjacent  to  Los  Angeles  River 

Traffic  studies  indicate  that  every  year  about  6.^.000.000  people  cross  the 

Los  Angeles  River  and  the  tracks  of  the  Santa  Fe  and  the  Salt  Lake  roads 

adjacent  to  the  River,  divided  as  follows : 

People  per  Annum 

Over  present  five  grade  crossings 33,000,000 

Over  present  four  viaducts  and  bridges 32,000,000 

Total   e.S.OOO.OOO 

If  we  estimate  the  jiopulation  of  Los  Angeles  in  1918  at  600,000,  this 
movement  would  be  equivalent  to  a  going  back  and  forth  of  the  River  every 
day  of  approximately  one-third  of  the  population. 

The  railroad  traffic  amounts  to  about  .^60  train  movements  each  day  from 
6  A.  M.  to  8  P.  M..  or  at  least  600  movements  per  twenty-four  hours  for  the 
live  existing  grade  crossings  mentioned  above. 

Numerous  accidents  have  occurred  and  the  delay  to  vehicular  traffic  and. 
especially,  interurban  cars,  is  also  serious.  On  Seventh  Street,  the  crossing 
gates  have  been  found  to  be  down  as  much  as   19  per  cent  of  the  daylight 

We  recommend  that  the  grade  crossings  formed  by  the  following  streets 
and  the  Santa  Fe  on  the  west  bank  and  the  Salt  Lake  on  the  east  bank  of 
the  River,  be  eliminated  by  depression  of  tracks  and  elevation  of  the  streets: 
hours — the  period  of  main  traffic. 


Recom- 
mend- 
ations 


22  1-OS    Asciil.KS    TkRMINAI.    iNVliSTUIATloN 

RECOMMENDED  DEPRESSION  OF  TRACKS  AND  ELEVATION  OF  STREETS 

FOR   ELIMINATION    OF   GRADE   CROSSINGS   ALONG 

LOS  ANGELES  RIVER 

V'hich  Work  Santa  Fe  or  Salt   Lake  or 

Order  in  West  Side  East  Side 

Should  Be  Depression  Raise  of  Depression  Raise  of 

Street                                  Done  of  Tracks  Streets  of  Tracks  Streets 

North   Sprint:                                  -'nd  1.2  I'l.  t  -S-^*?!.  t 

Xorth    Main    _'.ul  2.5     •  22.5  ft.  4.5    ••  20.5  tt. 

Alhanil.ra    2.ul  7.9    •■  O.Of  ■■  8.0    ••  O.Of  " 

Macy    1st  7.9    "  17.1     •  11.3     •  13.7    •■ 

Ahso     1st  8.3    ••  16.7f  8.0     •  17.0t  •■ 

East    First    3rd  8.7    "  16.3    "  3.8     ■  21.2    •• 

East  Fourth   3rd  3.6    '•  21.4     •  6.4     ■  18.6    " 

East    Seventh    3rd  7.0    "  18.0    "  7.i    "  17.7    " 

East    Ninth    3rd  2.7    "  22.i    "  5.7    "  19.9    " 

*  Raise.     tT  racks  only,  no  hi.uhway.     tRcinovc   existing   bridge. 

'I'lic  al)t)ve  nieiitidiu'd  Santa  l-'c  tracks  at  Macy  and  Alisn  Streets  arc 
those  along  ilie  River.  Wc  intend  to  eliminate  the  crossings  of  the  i)resent 
main  line  at  these  streets  by  remo\ing  the  track. 

The  recommendatiiin  above  stated  as  to  the  order  in  which  the  work 
should  be  tindertaken  is  here  based  on  the  assumption  that  this  grade  crossing 
elimination  work  only  is  done.  If  our  recommendation  for  a  union  passenger 
station  and  for  certain  changes  in  freight  liandling  are  ado|)tcd.  tlie  order  of 
these  grade  separations  will  be  changed  as  will  appear  later. 

At  the  locations  marked  "1st"'  the  crossings  should  be  eliminated  ai 
once:  at  those  marked  "ind"  the  crossings  should  be  eliminated  within  five 
years:  the  crt)ssings  at  the  others  should  be  eliminated  shortly  thereafter, 
the  time  depending,  to  a  large  extent,  upon  futttre  developiuent.  The  cost 
of  the  whole  work  is  estimated  as  follows: 

ESTIMATED  COST  OF  GRADE  CROSSING   ELIMINATION   ALONG   LOS 

ANGELES  RIVER.  NORTH  BROADWAY  TO  BUTTE  STREET 

(CONSRUCTION  IN  ONE  STEP) 

Construction  of  Viaducts  and  New  .Approaches  to  North  Broadway  Viaducts .  .$3,658,132 

Depression  of  Existing  Tracks  (Grading  for  Tlnnlile  Tr:iik ) 629.412 

Santa    Fe    $309,898 

Salt  Lake 244.966 

Southern    Pacific  74,548* 

*Includes  all  interlocking  at  Mission  Tower.  $4,287,544 

These  estimates,  like  all  the  others,  include  the  costs  of  additional  lands. 
compensation  for  existing  private  structures  and  damages  and  include  allow- 
ance for  c<intingencies,  interest  during  construction,  engineering,  and  legal 
and  general  administratixe  expense.  Estimates  for  the  \  iaducts  are  based  on 
three-span  reinforced  concrete  arch  liii<lges  across  the  ri\er.  on  steel  con- 
struction over  the  tracks  anil  on  Tilled  approaches  with  concrete  retaining 
walls.  Roadways  are  uniformly  4S  feet  between  curbs,  and  grades  (jf  the 
street  a])proaches  are  4  per  cent. 


Sr.MMAin'   (H     l\i;r()Ki    ami    1\i-;c  dm  micnuaiidns  23 

The  Oust,  as  estiiualcd,  is  inA'dicatt-il  mi  iIr-  dciircssii  m  ni  the  existing; 
Salt  Lake  tracks,  (nilv  such  cliaiiges  being  made  as  are  dccasioned  by  the 
depression.  'Jhe  grading,  hnwever.  is  for  a  double  track  r(iad-l)ed  all  the 
way  t'roni  near  North  lirciadway  to  south  of  Ninth  Street.  ()n  the  Santa  Fe 
side,  diiuble  tracks  are  estimated  all  the  \\;iy.  the  ends  nf  the  freight  yard 
being  "planed  nff"  t^'  fit  the  new  grade  of  the  ri\er  tracks.  <  »tluT\\isc  the 
yard  between   First  .md  Sixth   .Streets  is  nut  disturbecl. 

If  a  inii.  in  i)assenger  statiun  is  built  ur  if  certain  changes  in  the  h.indling 
of  freight  are  made,  these  estimates  will  be  increased  as  sliown  hereafter. 
They  are  here  given  unly  for  "simple  de])ression"  of  the  existing  river  tracks. 

if  the  wiirk  is  dune  bv  steps,  the  cnst  will  again  be  increased  fur  the 
reason  that,  because  of  temixirary  grades,  the  work  between  certain  pnints 
will  have  tn  !)e  done  twice.     The  estimate  fur  the  1st  step  is  as  fullciws: 

FIRST  STEP  IN   GRADE  CROSSING  ELIMINATION  ALONG   LOS  ANGELES 

RIVER.   ELIMINATION   OF   GRADE   CROSSINGS   AT    MACY    AND 

ALISO    STREETS    (WITH    SIMPLE    DEPRESSION    OF 

SANTA  FE  AND  SALT  LAKE  TRACKS) 

Viaducts   (Macy  and  .Miso  Streets) $774,493 

Tracks   (.Mliainbra  Ave.  to  1st   -St.) 196,993 

Santa   Fc    S103.SI2 

Salt    Lake    93.181 

Total    $971,486 

N(i  estimates  ha\e  been  made  for  the  second  and  third  steps. 

Alameda  Street  Grade  Crossings 

■Traflic  studies  indicate  that  every  year  api^roximateTy  ZcS.OOO.OOO  ])ei>ple 

cross   .\lameda   Street   in   its  most   congested  ])art    (Spring  Street   to   Ninth 
.Street),  divided  as  fulhiws: 

Important  Electric         People  pT  Annum 

Location                                               Streets  Ra-lways          Crossing  Tracks 

Xorth  of  Arcade  Station 9  6                         .Sy.OOU.OOO 

Soutli   of  Arca.le  Station 4  1                          19.000.000 

Total     13  7  78.000,000 

The  railrnad  traffic  is  \ery  heavy;  the  ax'erage  street  nurth  nf  the  .\rc;ule 
Station  is  crossed  by  \57  train  moxements  each  day.  and  the  average  street 
south  of  the  station  is  crtissed  by  98  train  moxements.  This  means  that  13 
princii)al  streets  have  an  aggregate  of  3,31.s  train  innxemcnts  ilaily. 

.\ccidents  have  occurred  (though  they  have  not  been  very  numerous  on 
account  of  the  reduced  speed  of  the  trains)  and  there  is  an  imjiortant  delay 
to  rjoih  railroad,  \ehicnlar  and  electric  railway  traflic.  .\t  both  ."sixth  and 
Se\'enth  Streets  the  crossing  gates  are  down  i>\er  \r  per  cent  of  the  daylight 
hoiu's.     I'oth  danger  and  dela\'  will  increase  ;is  tinic  goes  on. 

We  recommend  that  the  tracks  be  allowed  to  remain  in  Alameda  Street 
but  that  all  except  approximately  3  per  cent  of  the  present  railroad  traffic 
be  diverted  from  this  street  and  that  this  remaining  traffic  (switching  service) 
be  handled  after  midnight  between  1  and  6  A.  M.  between  Macy  and  Ninth 


24  Los  Angeles  Terminal  Investigation 

Streets.  Thus  all  mainline  traffic  will  be  eliminated.  This  will  do  away 
with  practically  all  the  grade  cro.';sings  and  will,  at  the  same  time,  disturb 
the  existing  investment  in  buildings  and  business  as  little  as  possible.  It 
will  mean  little  or  no  increase  in  railroad  operating  costs. 

Through  Southern  Pacific  freight  trains  (about  ten  daily)  between  the 
Southern  Pacific  yard  and  Los  Angeles  Harbor  should  be  rerouted  to  avoid 
Alameda  Street.  They  should  be  handled  along  the  river  bank  tracks  and 
should  reach  Alameda  Street  via  Rutte  Street. 

There  is  at  present  a  traffic  of  some  45,000  fuel  oil  (tank)  cars  per 
annum  on  Alameda  Street.  This  movement  results  in  a  serious  disturbance 
to  both  the  public  and  the  railroads  because  of  the  long,  heavy  trains  running 
at  slow  speed.  These  cars,  which  comprising  about  32  per  cent  of  all  freight 
cars  moved  on  Alameda  Street,  run  between  El  Segundo  and  Los  Angeles 
via  the  Pacific  Electric.  A\"e  recommend  that  they  be  rerouted  through  the 
city  and  that  they  be  handled  over  Salt  Lake  or  Santa  Fe  tracks  along  the 
river  between  the  Southern  Pacific  yard  and  near  Butte  Street,  at  which 
point  they  be  transferred  to  and  from  the  Pacific  Electric. 

The  Southern  Pacific  now  hauls  cars  for  the  Pacific  Electric  between 
-Macy  Street  and  Eighth  Street  on  Alameda  Street  in  order  to  avoid  haul 
over  Pacific  Electric  tracks  further  uptown.  These  cars  also  should  be 
handled  on  the  tracks  along  the  river,  reaching  the  Salt  Lake  tracks  at  Aliso 
Street  and  the  Pacific  Electric  tracks  at  the  transfer  tracks  at  Santa  Fe 
Avenue  and  Butte  Street.  Nearly  31,000  cars  per  annum — 22  per  cent  of 
all  freight  cars  switched  on  Alameda  Street — are  involved.  Cars  transferred 
between  the  Southern  Pacific  and  the  Pacific  Electric  amount  to  36,000  cars 
per  annum — 26  per  cent  of  all  freight  cars  handled  along  Alameda  Street. 

These  cars,  too,  should  be  diverted  from  Alameda  Street  to  the  banks 
of  ihe  Los  Angeles  River. 

This  rerouting  and  diversion  is  very  important  in  reducing  the  traflic 
on  Alameda  Street,  the  switching  so  rerouted  amounting  to  85  per  cent  of 
all  freight  cars  switched  along  this  important  thoroughfare. 

Grade  Crossings  between  Los  Angeles  and  Pasadena 

The  Santa  Fe  has  under  cunsidcralion  plans  which  will  eliminate  61 
street,  8  electric  railway  and  2  steam  railroad  crossings.  The  railway  grade 
will  be  reduced,  with  a  shortening  of  line  and  a  reduction  of  curvature. 
There  will  result  a  large  saving  in  operation.  This  work  is  estimated  to  cost 
$6,700,000.  The  Santa  Ee  jilaiis  are  in  a  jireliminary  stage  at  this  time, 
and  we  have  agreed  to  hold  as  confidential  the  information  given  us.  The 
plans  fit  perfectly  into  all  other  recommendations  made  in  this  report  and 
in  all  respects  meet  our  views  as  to  the  phase  of  the  problem  dealing  with 
the  main  line  situation  between  Los  Angeles  and  Pasadena. 

This  construction  could  be  divided  into  two  steps :  The  first  step  should 
begin  at  Los  Angeles  and  extend  about  Syi  miles.  In  this  distance  all  of  the 
street  crossings   (2  in   number),  all   of  the  electric   railway  crossings    (2  in 


Summary  ok  Retort  and  Rixommendation'S  25 

number)  and  all  of  the  steam  railway  crossings  (2  in  number  i  would  be 
eliminated.  It  is  estimated  that  this  work,  based  on  1916  i)rices,  would  cost 
approximately  $2,083,000,  but  at  the  present  time  the  cost  would  probably 
be  $3,000,000.  It  should  be  pointed  out  that  this  first  step,  while  accomplish- 
ing the  complete  elimination  of  grade  crossings,  would  not  reduce  the  present 
maximum  grade  or  the  amount  of  curvature.  The  saving  in  operation,  there- 
fore, would  not  be  proportionate  to  the  expenditure. 

We  draw  attention  to  the  fact  that  piecemeal  elimination  of  these  cross- 
ings would  probably  average  $100,000  per  crossing,  which  is  approximately 
the  figure  obtained  by  dividing  the  estimated  costs  abo\c  by  the  number  of 
crossings,  and  that  for  this  expenditure  a  practically  new  double  track 
roadbed  is  gained  in  addition  to  the  separation  of  grades.  Also,  that  the 
history  of  railroads  in  the  larger  cities  proves  the  wisdom  of  a  comprehensive 
plan  of  track  elevation  (or,  in  some  cases,  depression)  as  conijiared  with 
temporizing  and  separating  the  grades  of  crossings  one  by  one. 

There  would  remain  about  28  grade  crossings  on  the  Salt  Lake,  the 
elimination  of  which  is  also  desirable. 

We  recommend  that  the  first  step  in  the  elimination  of  grade  crossings 
on  the  Santa  Fe  between  Los  Angeles  and  Pasadena  be  undertaken  at  once, 
taking  into  consideration  the  early  com]ik'tion  of  the  whole  project  and  con- 
sequent saving  in  the  cost  of  operation  as  well  as  the  jniblic  benefits  resulting 
from  the  elimination  of  crossings  at  grade. 

We  further  recommend  that  the  Salt  Lake  join  in  the  construction,  use 
and  operation  of  these  new  tracks  and  abadon  and  remove  its  present  tracks 
between  the  termini  of  the  proposed  new  line. 

The  City  of  Pasadena  has  taken  steps  toward  the  construction  of  its  own 
rapid  transit  line  between  Los  Angeles  and  Pasadena  but  the  matter  seems 
to  he  in  abe_\-ance  at  thi'^  time.  If  the  project  should  be  revived,  it  should 
be  combined  with  the  elimination  of  grade  crossings  on  the  Santa  Fe  and 
the  Salt  Lake  by  constructing  the  tracks  on  the  same,  but  somewhat  wider 
right  of  way  and  roadbed.  This  would  reduce  the  cost  of  construction  and 
operation  of  such  a  raiiid  transit  line  and  also  reduce  the  numlK-r  of  bridges 
anfl  subways  in  the  Cities  of  Pasadena,  South   Pasadena  and   Los  Angeles. 

We  would  not  recommend  the  construction  of  such  a  rapid  transit  line 
through  private  capital  because  the  revenue  from  the  traffic  is  ajjparently 
insufticient  to  justify  the  investment.  If  the  line  is  a  municipal  and  public 
enterprise,  howeser,  and  is  partiall\-  supported  by  general  taxes,  consideration 
of  earnings,  expenses  and  return  are  no  longer  of  first  importance.  In  any 
event,  and  provided  that  construction  of  the  line  is  seriously  considered,  the 
plan  should  be  carried  out  in  accordance  with  the  above  recommendation. 
Santa  Fe  Avenue  and  Butte  Street 

If  freight  switching,  through  freight  and  certain  transfer  freight,  is 
diverted  and  rerouted  according  to  the  plans  herein  presented,  the  tracks  on 
Butte  Street  will  become  so  busy  that  it  will  be  desirable  to  avoid  a  grade 
crossing  at   Butte  Street  and  Santa  Fe  Avenue.     The  increase  of  vehicular 


1?6  Los     AXCKI.KS     TlCKMIN  Al.     I  .\\  i:srlc.  A  I  KIN 

traltic   alnn.u    Santa    I'e   Avciuk-   is   aimtlier   rcaMHi    for   tlu"   cliniiiiatiiin    nf  a 
grade  crnssiiii;  at  this  ])i>int. 

It  is  recommended  that  within  five  years  Santa  Fe  Avenue  be  depressed 
five   feet  and   that    Butte    Street   track   be   laised   to   cross   over   the   street. 

We  are  satislieil  that  iiiuK-r  any  ]ihni  tiiis  iinde  crossing-  eliniinati' m   >iiuuhl 
In-  made. 

This  inipruvcment  wnuld  cost,  it  is  estiniateil.  ^47.052  t'cir  the  suliway 
and  hridije  and  $50/i.50  fur  the  elevation  and  rclniihlino-  nf  the  i'.utle  .Street 
tracks  (inchidint;-  a  double  track  h"ne')  :  a  total  of  $<)S.J82. 

ESTABLISHMENT  OF  UNION  PASSENGER  TERMINAL 

The  establishment  of  a  union  passenger  station  is  largely  a  c|uesti(jn  of 
its  desirabilitv  and  cost.  Jt  is  not  entirely  a  railroad  matter  but  is  also  one 
of  puldic  policy  and  it  luay  be  resolved  into  a  question  of  whether  or  not 
l)ublic  convenience  and  necessity.  |)resent  aud  future,  demand  the  e.xpenditure. 

.\  union  i)assenger  station  is  desirable  for  the  following  reasons: — 

(1)  .As  a  gateway  to  the  city,   Los   .\ngeles  prefers  one  adequate,   coiiven- 

ient  and  beautiful  entrance  to  several  separate  grateways,  onen  of 
wliicli  can  liy  ilieTuselvcs  liave  all  tlie  advantages  of  a  single  union 
(Icpcit.  'I'liis  is  a  matter  of  civic  pride  and  of  city  planning  for  the 
future.  l.os  .-Xngeles.  by  reason  of  its  wonderful  advantages  as  a 
tourist  center  aud  as  a  center  of  travel,  is  justified  and  sound,  in  our 
opinion,  in  making  this  consideration  one  of  the  first  importance. 

(2)  There  will  be  increased  convenience  to  passengers.     Since  mail,  express 

and  ba.ggage  is  carried  on  passenger  trains,  it  is  more  economical  to 
handle  this  business  at  one  station.  $10,000  per  annum  would  l)e  saved 
in  the  handling  of  mail  if  a  terminal  post  office  w-ere  established.  The 
express  liusiness  amounts,  in  tonna.ge,  to  a))out  one-fourth  of  the 
less  than  carload  freight  business  of  Los  Angeles  and  much  would 
be  saved  l)y  elimination  of  the  wagon  haul  between  the  various 
depots.  This  saving  cannot  readily  be  estimated  in  terms  of  money 
and  is  dependent  on  the  location  of  the  main  depot.  The  more  central 
the  location,  the  greater  the  saving.  Baggage  is  also  transferred 
between  the  stations  and — while  of  ksser  importance  in  cost — in- 
creased convenience  would  result. 
(.!)  Grade  crossing  elimination  would  be  simplified.  When  it  is  maintained 
that  there  is  no  necessity  for  a  union  station,  it  must  be  remembered 
that  the  retention  of  more  than  one  station  will  necessitate  greater 
expenditure  for  the  eliminaticni  of  grade  crossings,  and,  pending  com- 
plete separation,  will  result  in  more  vehicular  movemeiU  across 
tracks  at  grade. 

(4)  Present  passenger  facilities  of  the  .Santa  Fe  and  the  Salt  Lake  stations 
are  inadequate.  Large  capital  expenditures  must  soon  be  incurred  in 
any  event  to  satisfy  present  and  future  needs.  This  is  true  to  a 
lesser  extent  of  the  Southern  Pacific  station  also.  .A  union  ilept)l 
will  fill  these  needs  better,  permaneiUly  and  at  a  relatively  smaller 
cost  than  piecemeal  construction  by  individual  roads  rgardless  of 
the  problem  as  a  whole.  If  the  three  steam  roads  now  had  satis- 
factory facilities,  this  argument  would  be  less  important.  Under 
existing   conditions,   it   is  of   prinu'    importance. 


SlMMAin      (II       l\i:i()K-|      AM)     RlX'UM  MIINDATIDNS  27 

(5)  The   to|)OK''apliii:al  coiiditiinis  and  location  oi  ihe  railroads  in   Los  An- 

geles are  almost  ideal  and  point  definitely  towards  a  union  station. 
These  natural  conditions  are  such  that  a  union  station  can  he  created 
with  comparatively  inexpensive  connections  between  the  roads  at  a 
relatively  small  capital  expenditure.  I-oni;  and  costly  approaches 
are  eliminated  and  there  is  no  douht  that  the  lirst  cost  will  he  rela- 
tively much  smaller  than  for  a  similar  undertaking  in  other  com- 
munities of  equal  importance  in  the  United  States. 

(6)  Centralization   and   consolidation   would   he   particularly   desirable   from 

the  point  of  view  of  unified  operation  of  the  railroads,  whether  under 
private  or  ,<;overnment  ownership  and  control. 

Tlu-  i)riii])al  ari;uniL-nts  against  tlic  estahli.shiiicnt  cif  a  union  statii)ii  an-; 

(1)  Los  .\nKcles  is  not  a  throu.nh  station.  Practicaly  all  trains  entering  the 
city  terminate  there,  and  it  is  there  that  the  majority  of  the  passengers 
reach  their  destination.  Only  approximately  15  per  cent  of  the  total 
number  of  passengers  transfer  from  one  station  to  another. 

(i)  The  first  cost  of  any  adequate  union  passen.ger  terminal  will  lie  hi.gh 
and  the  saving  in  operating  expenses  will  not  alone  warrant  the  re- 
sulting increase  in  fixed  charge. 

These  are  the  priiiciiial  argnincnts  fur  ami  against  a  uninn  station.  (  )tlier 
and  inorc  detailcil  rcasims  are  gi\en   in   the  report. 

Taking  all  arguments  into  consideration,  we  are  convinced  that  a  union 
station  is  desirable,  provided  it  may  be  suitably  located. 

.\l'tcr  a  \  er\-  coiiijilete  stn(i\  of  the  various  sites  and  plans  [jreseiited  and 
suggested,  we  have  come  to  tlie  conclusion  that  there  are  hut  three  locations 
worthy  of  serious  consideration  ;ind  detailed  analysis: — 

First:     'Ihe  Plaza  site. 

Second:      The  Santa  Fe  site. 

Third:      The  .'-iotithern  Pacific  depot  site. 

The  llawgood  and  Storrow  plans  (suhmitted  ,'it  hearings  l)etore  tjie 
Commission)  are  located  on  sites  which  are  toi)  short  for  the  construction 
of  the  necessary  trackage  and,  locating  the  station  as  they  do.  too  great 
a  climb  is  required  bj-  the  passengers  between  the  station  platforms  and 
the  conci;)urse.  The  distance  from  Alatncda  Street  to  the  Los  Angeles 
River  and  between  Macy  and  .\liso  Streets  is  such  that  the  throat  of  a 
properly  designed  yard  wotild  come  so  close  to  the  River  that  the  approaches 
would  necessarily  be  Ijy  means  of  curved  approaches  north  and  south  and 
crossing  the  Ri\er.  'I'his  is  \ery  ttndesirablc,  vicweil  from  the  standpoint 
of  train  o])eration.  This  land  siiould  not  he  used  for  this  purpose.  The 
Storrow  Plan  also  contem])latcs  remo\al  of  the  tracks  from  Alhamlira 
Avenue  and  the  construction  of  new  tracks  on  pri\ate  right  of  wa\  atljacent 
thereto,  with  the  elimination  of  a  grade  crossing  at  Mission  Road  by  de- 
pressing the  tracks.  This  would  result,  iti  order  ti)  obtain  a  satisfactory 
grade,  in  such  a  large  exi)enditure,  that  we  do  not  think  it  commensurate 
with  the  results  to  be  obtained. 


28  Los  Angeles  Terminal  Investigation 

We  recommend  that  the  Commission  order  the  establishment  of  a  union 
passenger  station  at  the  Plaza  site,  substantially  in  accordance  with  the 
plan  we  have  developed.  This  site  and  plan  were  selected  lor  the  fallowing 
principal  reasons,  listed  in  the  order  of  their  importance  with  brief  com- 
parisons : 

(1)  Size  and  shape  of  site.     The  Plaza  site  is  much  wider  and  longer  than 

the  Southern  Pacific  Station  site  and  is  equal  to  the  Santa  Fe  site, 
wliich   is  toil  large. 

(2)  Greater   architectural   and   aesthetic    possibilities.      Civic    pride    and    the 

advertising  value  of  this  feature  is  of  particular  significance  in  a 
tourist  center.  At  the  Plaza,  a  suitable  park  to  set  off  the  station  is 
possible  with  least  damage  to  business,  and  at  least  cost,  and  at  the 
intersection  of  important  streets.  The  Santa  Fe  freight  station  in- 
terferes at  the  Santa  Fe  site,  which  has  the  least  possibilities  in  this 
respect. 

(3)  Ultimate  rapid  transit.    The  Plaza  site  is  on  a  more  probable  axis  of  the 

ultimate  rapid  transit  system,  which  would  be  nearer  and  more  con- 
venient to  the  station  than  with  either  the  Southern  Pacific  or  the 
Santa  Fe  plans.  More  interurban  passengers  would  pass  the  Southern 
Pacific  site  than  the  Santa  Fe  site. 

(4)  Because    of   the   separation   of   passenger   tracks   from    the    future   main 

switching  leads  along  the  west  bank  of  the  river,  there  would  be  less 
interference  with  switching  with  the  Plaza  plan  than  with  the  Santa 
Fe  plan,  which  presents  bad  operating  conditions  because  of  too 
much  traffic  in  one  place.  The  Plaza  plan  is  nearly  equal  to  the 
Southern   Pacific   plan   in   this   respect. 

(5)  Least  train,  coach  equipment  and  light  engine  mileage.     The  Phiza  site 

is  very  superior  to  the  other  sites  largely  due  to  the  location  at  a 
more  northerly  point.  The  Southern  Pacific  plan  is  worst  in  this 
respect. 

(6)  Union  freight  station.     The  Santa  Fe  site  is  partaicularly  suitable  for  a 

union  freight  station,  which  is  possible  either  with  the  Plaza  or  the 
Southern  Pacific  plans.  The  Plaza  plan  is  equal  to  the  Southern 
Pacific  plan  and  both  are  better  than  the  Santa  Fe  plan. 

(7)  Grade   crossing  separation.     With   the   Plaza  plan,  no   elevated   railway 

structures  are  necessary  in  uptown  district  or  awkward  subway  and 
crossings  in  a  very  important  thoroughfare,  as  with  the  Southern 
Pacific  plan.     The  Plaza  plan  is  nearly  equal  to  the  Santa  Fe  plan. 

(8)  Accessibility  by  street  car  lines.     Sixty  per  cent  of  the  passengers  use 

the  street  cars.  With  the  Plaza  plan  more  are  accommodated  with- 
out transfer  than  at  the  Southern  Pacific  or  the  Santa  Fe  sites.  In 
this  respect  the  Southern  Pacific  site  is  more  convenient  than  the 
.Santa  Fe  site. 

(9)  Distribution    and    collection    of    mail    and   express.      The    Plaza    site    is 

nearly  as  good  as  the  Southern  Pacific  site.  The  Santa  Fe  site  is 
further  and  less  accessible  than  either. 

(10)  Operation  of  yard  and  coach  yard.     The  Plaza  site  is  better  than  the 

Snnta  Fe  site  because  of  the  proximity  of  the  coach  yard,  notwith- 
standing the  fact  that  a  through  station  is  possible  at  the  latter  site. 
The  Southern  Pacific  site  is  worst  as  the  coach  yard  is  distant,  a 
stub  station  is  necessary  and  the  approach  is  on  a  steep  grade. 

(11)  Property  values.     Considering  ultimate  appreciation  and  neglecting  im- 

mediate disturbances,  the  Plaza  plan  is  far  superior  and  the  Southern 


Summary  of   Rkport   and  Recommendations  29 

Pacific  plan  is  far  better  than  the  Santa  Fe  plan.  The  ultimate  ap- 
preciation with  the  station  at  the  Plaza  site  and  a  union  freight 
station  at  the  Santa  Fe  site  is  estimated  at  over  $8,000,000.  This  is 
of  advantage  to  the  City  in  the  restoration  of  depreciated  property 
values. 

(12;  Convenient  to  hotel,  business  and  shopping  districts.  The  Plaza  site 
is  slightly  less  convenient  than  the  .Southern  Pacific  site,  which  is 
much  superior  to  the  Santa  Fe  site. 

(13)  Accessibility  by  automobiles.  The  Plaza  site  is  superior  to  the  South- 
ern Pacific  site  from  all  points  except  the  business  district,  where  the 
inferiority  is  slight.     Both  are  better  than  the  Santa  Fe  site. 

(1-1)  Locomotive  service  and  repair  facilities.  This  is  partly  covered  in  No. 
5.  Otherwise  the  Plaza  site  is  first,  the  Santa  Fe  second  and  the 
Southern  Pacific  third  with  respect  to  use  of  present  facilities  and 
construction  of  new  facilities. 

(l.S)  Freight  draying.  The  Plaza  site  is  best  inasmuch  as  passenger  and 
freight  vehicle  traftic  is  separated.  The  Santa  Fe  site  is  worst  since 
both  classes  would  be  in  the  same  district. 

(161  Confinement  of  transportation  facilities  to  natural  channel — the  banks 
of  the  Los  Angeles  River.  The  departure  at  the  Plaza  site  is  not 
of  great  importance  because  of  location  and  improveiuents.  The 
Santa  Fe  site  is  slightly  better  than  the  Plaza  site  and  much  better 
than  the  Siuithern  Pacific  site. 

(17)  Release   of  lands   in   industrial   district,      .\rranged   in   order   of   benefit, 

the  three  plans  compare  as  follows: 

Plaza:     Release  Southern   Pacific  station  and  coach  yard   sites. 
Santa  Fe:     Release  Southern  Pacific  station  site;  use  coach  yard 

for  team  stracks. 
Southern  Pacific:     Release  coach  yard  site. 

(18)  Segregation  of  freight  and  passenger  routes.    This  is  best  accomplished 

by  the  Southern  Pacific  plan,  Ijut  the  Plaza  plan  is  not  much  inferior. 
The  Santa  Fe  puts  both  passenger  traffic  and  freight  switchin.g  along 
the  west  bank  and  is  in  this  way  far  inferior  in  this  respect. 

These  arguments  are  more  fully  discussed  and  other  arguments  are 
given  ill  other  parts  of  this  report. 

Attention  is  drawn  to  the  fact  that  construction  of  a  union  passenger 
station  requires  more  than  the  e.xpenditure  covering  the  station  iself  and 
more  than  the  addition  of  a  coach  yard,  not  only  ultimately,  but  through  the 
different  steps  of  construction.  Cotumitted,  as  we  are.  to  the  separation  of 
grades  by  the  depression  of  the  river  tracks,  the  union  passenger  station 
plans  hinge  upon  such  separation  and  certain  of  this  track  deijression  and 
viaduct  construction  should  be  undertaken  along  with  the  building  of  a 
union  station.  The  Plaza  plan  will  close  Alameda  Street  from  .Aliso  Street 
to  North  Main  Street  and  use  part  of  the  Southern  Pacific  freight  station 
site.  Therefore  the  re-location  of  this  facility  is  imperati\e  and  of  great 
importance,  as  approximately  50  per  cent  of  all  Los  Angeles  less-than-carload 
freight  is  handled  at  this  station,  (iathering  the  passenger  traffic  on  the 
west  bank  of  the  river  and  using  the  Southern  Pacific  freight  yard  for  a 
coach  }ard,  forces  extension  of  the  new  freight  yard  of  the  Southern  Pacific 
along  the  east  bank  of  the  river  north  of  Dayton  Avenue.     Having  in  mind 


30  I.OS    AnCKI  KS    Tl.KMlNAI.    Invicstigation 

Ihe  iiifliK-iici-  el  one  lacifi  ..u  another  we  have,  in  the  folluwing  taljle,  pre- 
sented our  estimate  of  the  total  new  money  required  for  the  necessary 
construction  undr  the  proposed  phm  : 

ESTIMATED  NEW  MONEY  REQUIRED  FOR  UNION  PASSENGER  STATION 

AT  PLAZA  AND  OTHER  PROPOSED  IMPROVEMENTS 

(IMMEDIATE  AND  ULTIMATE  PLANS) 

Item 
fjg  Item  Immediate        Ultimate* 

Steam  Roads 

1.  I'asscMKcr  Terminal.  Appmaclu-s,  .-tr  S».'JA2.992         $10..i(U,492 

2.  L-nioii  Coach  Yard    516,264  629,710 


3.  Siil.K.tal,   Station    Facilities    (1+2)    ($9,459.2561      ($10,933,202) 

4.  Union  L.  C.  L.  Freight  Station 772 JM  2,575,942 

5.  Viaducts  over  Los  Angeles  River 774,493  3.658,132 

6.  Depression  of.  and  New,  Tracks  along  River 290,357  937,910 

7.  Main  Line  Track  and  Connections,  not  depressed 71,042  

8.  New  Tracks  for  Southern   Pacific.  East  Bank  of  Los  Au- 

.•\ngeles  River.  Xorth  of  Humboldt  St 305.238 

9.  liuttc  Street  Tracka.sje  and  Santa  Fe  .Ave.  Sul)vvay 192,891 

10.  Xew  Trackase.  River  to  Hobart  and  Connections 111.570  401.144 

11.  New  Frei.trht  Yards,  Southern   Pacific  and  Santa  Fe 1,198.127  2.835.187 

12.  Xew  Frei,i,'ht  Terminal.  Sail   Lake,  .Mameda  St f  f 

13.  New  Connections.  Relief  .Mameda  St.  Switching 67.209  4,436 

14.  Team   Yards    148.271  629,021 


15.  Total    (1    iM   14)  $12,892,658        $22,473,103 

16.  Release  Southern   Pacific  Station  Site 1,243.654  1.243,654 

17.  Release  Southern   Pacific  Coach  Yard  Site 1,574,382  1.574.382 


18.  Total   Credits    (16+17)$2,818.036  $2,818,036 

19.  Net  Total— Steam   Roads    (15-18)10,074.622         19.655.067 

Electric  Roads 

20.  New-   Line.    Pacific    Electric   .Station    to    Brooklyn    .Xvenue 

and   to   14th   Street    5.591.480 

21.  New  Surface  Line  to  L'nion  Station  at  Santa  Fe t 

22.  Freight   Tracks    


23.  Total   Electric   Roads.  .  .  (20  to  23)$5.591.480 

24.  Grand   Total— Steam   and    Electric (19-1-23)15.666,102 

*"Ultimate"   includes  "Immediate."     fNoi   included   in   this   plan. 


5,591,480 
t 
150,086 

$5,741,566 
25.396.633 

^^^£M^m  ■'  '    M 


jBoxrr    ?w^, 


3 


t!     .  Ill 

t"5<5  c  *5  £2    « *=  2 


c 


32  Los  Angeles  Terminaf.   I.\vi:stk;.\tion 

The  largest  single  item  in  these  totals  is  land.  Of  privately  owned  land, 
It  is  necessary  to  acquire  approximately  65  acres,  estimated  to  cost  $3,905,122. 
Of  this,  41  acres  are  to  be  used  for  the  union  station  and  would  cost  $2,822,831. 
The  other  parcels  of  land  are  required  for  connections,  widening  of  existing 
right  of  way,  new  trackage  along  the  east  bank  of  the  river  north  of 
Humboldt  Street,  etc. 

These  latter  figures  include  two  blocks  bounded  by  Commercial,  Arcadia- 
Aliso,  San  I'edro  and  North  Main  Streets,  which  go  to  make  up  the  largest 
part  of  a  proposed  new  plaza  in  front  of  the  station  and  which,  it  is  estimated, 
would  cost  $(i78,186,  or  24  per  cent  of  the  total  cost  of  the  land  required  for 
the  terminal  and  immediate  approaches,  and  $195,010  for  land  for  one  end 
of  a  viailuct  to  carry  Macy  Street  over  the  station  yard.  They  do  not  include 
$99,641  estimated  to  be  the  present  market  value  of  City  of  Los  Angeles  real 
estate  included  in  the  terminal  area,  or  Southern  Pacific  property  also  so 
located  and  estimated  to  have  a  present  market  value  of  $272,679. 

These  figures  indicate  the  magnitude  of  the  land  cjucstion. 

In  this  matter  of  the  acquisition  of  land  and  other  property,  and  of 
damages,  account  should  be  taken  of  the  litigation  that  is  almost  certain  to 
result  in  connection  with  certain  pracels.  The  Commission,  under  Section 
43  of  the  Public  Utilities  Act,  has  power  to  condemn  all  necessary  real 
estate  and  other  property  and  to  fix  the  just  compensation  for  such  property 
and  for  damages.  We  quote  what  to  us  appear  the  determining  portions  of 
this  section : 

(c)  1.  The  commission  shall  have  power  in  accordance  with  the 
procedure  provided  in  this  sul)section  to  fix  the  just  compensation  to  be 
paid  for  property  or  any  interest  in  or  to  property  to  be  taken  or  damaged 
in  the  separation  of  grades  at  any  crossing  specified  in  subsection  (b)  here- 
of, or  for  property  or  any  interest  in  or  to  property  to  be  taken  or  damaged 
in  the  construction,  alteration  or  relocation,  under  the  order  or  with  the 
approval  of  the  commission,  of  elevated  tracks  or  subways  for  any  railroad 
or  street  railroad  over  or  under  any  public  road,  street,  highway  or  private 
right  of  way,  or  of  any  public  road,  street  or  highway  over  or  under  the 
tracks  of  any  railroad  corporation  or  street  railroad  corporation;  and  upon 
the  payment  of  the  just  compensation  so  fixed  to  make  a  final  oder  of  con- 
demnation as  hereinafter  provided. 

2.  Proceedings  under  subsection  (c)  hereof  may  be  commenced  by 
order  on  the  commission's  own  motion  or  by  a  petition  filed  by  the  state, 
county,  city  and  county,  incorporated  city  or  town,  other  political  sub- 
division, .railroad  corporation,  or  street  railroad  corporation  affected. 

6.  Tho  finding  of  the  commission  on  the  question  of  the  necessity  for 
the  taking  and  the  finding,  fixing  the  just  compensation  to  be  paid  for  any 
property  or  interest  in  or  to  property  under  the  provisions  of  this  subsection 
shall  be  final  and  shall  not  be  subject  to  modification,  alteration,  reversal 
or  review  by  any  court   of  this  state. 

8.  The  legislature  hereby  declares  that  subsection  (c)  hereof  is  enacted 
as  a  germane  and  cognate  part  of  and  as  an  aid  to  the  jurisdiction  of  the 
railroad  commission  in  the  supervision  and  regulation  of  railroad  and  street 
railroad  corporations." 


Summary  of  Report  and  Recommendations  33 

In  our  estimates  of  land  costs  we  have  assumed  that  such  parcels  as 
cannot  be  acquired  in  any  other  way  wnuld  be  secured  throutjh  just  com- 
pensation proceedings.  The  methods  of  valuation  used  in  such  cases  by  the 
engineering  department  are  made  the  basis  of  such  cost  estimates. 

\\  hile  we  have  reached  the  conclusion  that  a  union  passenger  depot  at 
the  Plaza  is  superior  to  any  other  possible  plan,  we  have  also  made  estimates 
for  union  stations  at  the  Santa  Fe  and  Southern  Pacific  sites.  Both  of  these 
plans  have  the  advantage  of  lower  first  cost  over  the  Plaza  plan.  A  full 
discussion  ot  these  two  plans  will  be  found  in  the  body  of  the  report  in 
Chapters  XII  and  XIII. 

Continuation  of  Consolidated  Uptown  Ticket  Office 

The  establishment  of  a  consolidated  uptown  ticket  office  by  the  United 
States  Railroad  Administration  in  1918  has  evidently  proved  entirely  satis- 
factory. We  recommend,  therefore,  that  this  facility  be  continued,  irrespec- 
tive of  whether  or  not  the  railroads  return  to  private  control. 

Application  of  Southern  Pacific  Co.  and  Salt  Lake  For  Approval  of  Agree- 
ment Covering  Joint  Terminal  Facilities — Application  No.  3346 

In  this  application,  filed  November  22,  1917,  and  consolidated  with  the 
seven  other  formal  cases,  applicants  ask  approval  of  agreement  dated  July 
18,  1917.  This  agreement  covers  construction  and  operation  in  connection 
with  the  joint  use,  by  these  two  roads,  of  the  Southern  Pacific  passenger 
station.  Approval  of  this  agreement  would  give  these  roads  permission  to 
go  ahead  with  their  plans  to  the  exclusion  of  other  plans  herein  recommended. 

In  recommending  a  union  passenger  station  at  the  Plaza  we  are,  in 
effect,  rejecting  the  Southern  Pacific-Salt  Lake  plan,  but  final  disposition 
should  be  made  of  this  application  by  the  Commission. 

We  recommend,  therefore,  that  Application  No.  3346  be  dismissed. 

Union  Passenger  Station  and  Electric  Interurban  Service,  Pacific  Electric 
Railway 

As  noted  before,  this  report  will  not  deal  with  the  general  problem  of 
the  elimination  of  grade  crossings  in  Los  Angeles  on  the  lines  of  the  Pacific 
Electric  Railway.  We  have,  however,  considered  this  electric  road  in  the 
light  of  its  relation  to  a  union  passenger  station  and  have  given  attention 
to  the  elimination  of  grade  crossings  on  Main,  San  Pedro,  Aliso  and  Seventh 
Streets,  which  are  the  most  congested  with  interurban  cars. 

If  the  Commission  decides  to  adopt  our  recommendations  for  a  union 
pas.senger  station  at  the  Plaza,  we  recommend  also  the  construction  of  a 
subway  from  the  present  Pacific  Electric  station  at  Sixth  and  Main  Streets 
northerly  along  Main  Street  to,  and  under,  the  union  passenger  station, 
changing  to  an  elevated  railway  along  Ramirez  Street  and  meeting  the  present 
line  at  the  Aliso  Street  Bridge.  From  here  this  line  would  continue  as  an 
elevated  railway  to  Brooklyn  Avenue,  where  the  present  tracks  and  grade 
would  be  met     We  also  recommend  that  the  Pacific  Electric  continue  the 


34  Los  Angeles  Ti:rminai.   ]n\  kstication 

present  elevated  structure  in  the  rear  of  its  station,  elevating  the  Long  Beach 
line  to  Fourteenth  Street.  The  subway  work  along  Main  Street  should  be 
undertaken  within  the  next  five  years. 

This  recommendation  is  made  with  full  knowledge  that  the  proposed 
improvements  cannot,  for  a  number  of  years  to  come,  earn  a  return  on  the 
estimated  cost  of  this  work.  It  is  clear,  however,  from  the  testimony  given 
by  the  Pacific  Electric  Company  in  these  cases,  that  the  Pacific  Electric 
realizes  the  necessity  and  advantages  of  making  radical  and  permanent 
changes  in  its  downtown  lines  in  the  near  future  and  at  a  large  first  cost. 
We  are  in  agreement  with  Mr.  Paul  Shoup  that  present  conditions  will  not 
be  tolerable  much  longer.  We  are  also  satisfied  that  if  capital  expenditures 
for  such  purposes  are  made  in  excess  of,  say,  $1,000,000,  then  the  money 
should  be  expended   in   accordance   with   the   recommendation   above. 

This  subway  and  elevated  will  eliminate  the  most  important  grade 
crossing  of  the  Pacific  Electric  in  Los  Angeles,  relieve  the  present  con- 
gestion on  the  streets  mentioned,  reduce  the  running  time  and  provide  not 
only  a  good  connection  between  the  steam  and  electric  roads,  but  also  a 
start  on  the  ultimate  rapid  system. 

Main  Street,  being  centrally  located  between  the  hilly  section  west  of 
Hill  Street  and  the  business  section  between  Alameda  Street  and  Main 
Street,  is  the  most  logical  location  for  the  main  north  and  south  line  of  the 
future  subway  system.  The  street  is  also  wide  and  straight  and  is.  we  are 
informed,  the  most  free  from  sub-surface  obstructions  of  any  of  the  principal 
north  and  south  streets.  These  facts  lead  toward  the  most  economical 
construction.  It  is  proposed  that  the  immediate  permanent  construction 
would  commence  at  Seventh  Street  and  run  north  to  the  union  passenger 
station  and  to  Brooklyn  Avenue.  A  single-track  subway  loop  could  be 
constructed  in  Seventh  and  Los  Angeles  Streets  and  under  the  Pacific 
Electric  Station,  using  the  latter  for  a  station.  Another  station  should  be 
located  midway  between  the  Plaza  and  Sixth  Street. 

The  construction  of  a  subway  in  Main  Street  or  an  elevated  construction 
in  Ramirez  or  Aliso  Streets  is  apparently  impossible  under  the  present 
charter.  Article  I,  Section  43.  which  reads  in  part  as  follows: 

No  franchise  for  an  elevated  structure  or  subway  shall 

be  granted  in  or  along  any  street  or  way  in  a  longitudinal  direction,  either 

above  or  below  the  surface  thereof. 

The  charter  would,  therefore,  have  to  be  amended. 

The  elevated  construction  in  the  rear  of  the  Pacific  Electric  station 
would  also  be  permanent.  It  is  probable  that  Sixth  Street  will  be  the  route 
of  the  principal  east  and  west  subway,  and  it  is  entirely  feasible  to  make 
the  change  from  this  elevated  construction  to  a  subway  between  San  Pedro 
and  Wall  Streets.  San  Julian  Street  only  would  have  to  be  closed,  anil 
since  this  is  not  a  through  street,  the  objections  to  closing  it  should  be 
outweighed  by  the  benefits.  One  of  the  principal  advantages  is  the  fact 
that  an  elevated  railway  is  cheaper,  by  far.  than  a  subway,  and  if  the  change 


Summary  of  Rkport   axd  Recommendations  35 

between  the  two  can  be  made  and,  at  the  same  time,  can  combine  immediate 
construction  with  the  ultimate  plan,  a  large  saving  can  be  effected. 

The  plan  proposed  by  the  Pacific  Electric  provides  for  elevated  con- 
struction from  the  rear  of  the  Pacific  Electric  station  across  the  Los  Angeles 
River  and  north  along  the  Salt  Lake  right  of  way  to  Aliso  Street,  where  the 
present  line  will  be  met.  Also,  it  is  proposed  that  elevated  construction  shall 
be  installed  south  from  the  above  line  on  the  Long  Beach  line  as  far  as 
Fourteenth  Street.  This  locates  two  main  routes  of  the  interurban  roads 
comparatively  near  the  union  passenger  station,  providing  for  transfer  (which 
is,  however,  not  very  convenient)  between  the  two  steam  and  electric  roads. 
The  estimated  cost  is  $2,574,013  against  $L200,000  as  estimated  by  the  Pacific 
Electric  Railway  on  earlier  and  lesser  unit  costs  and  on  a  somewhat  shorter 
distance.  This  is  the  best  and  most  logical  solution  if  joint  use  is  made  of 
the  Southern  Pacific  Station  site. 

Under  the  third  possible  plan,  using  the  Santa  Fe  site,  we  recommend 
the  elevated  construction,  as  under  the  Southern  Pacific  plan,  except  that 
instead  of  using  the  Salt  Lake  right  of  way  between  Sixth  and  Aliso  Streets, 
the  new  line  would  be  built  on  the  west  side  of  the  river  on  the  Santa  Fe 
right  of  way,  passing  the  proposed  union  station  and  reached  by  a  subway 
from  it.  The  estimated  cost  is  $2,557,223.  Under  this  plan,  the  Pacific 
Electric  would  not  have  access  to  the  station  by  surface  tracks.  This  is 
undesirable,  not  only  because  this  road  would  undoubtedly  wish  a  direct 
line  and  because  the  public  would  be  best  served  thereby,  but  also  because 
the  handling  of  mail  and  express  demands  a  surface  connection.  We  would, 
therefore,  recommend  an  extension  of  the  present  Pacific  Electric  line  from 
Sixth  Street  and  Ceres  Avenue  to  the  station. 

IMPROVEMENT  IN  THE  HANDLING  OF  FREIGHT 

There  can  be  no  doubt  that  the  matter  of  proper  freight  facilities  is  of 
even  greater  importance  to  the  City  of  Los  Angeles  than  the  matter  of  steam 
railroad  passenger  facilities.  It  is  our  conclusion,  however,  that  freight 
traffic  conditions  are  not  by  any  means  unsatisfactory  and  no  far-reaching 
recommendations  will  be  necessary  to  bring  about  such  further  improvements 
as  appear  to  us  desirable. 

Industry  Tracks  and  Switching 

Present  conditions  relative  to  the  handling  of  carload  freight  within  the 
City  of  Los  Angeles  have  generally  been  found  satisfactory.  Mr.  F.  P. 
Gregson,  the  representative  of  the  Associated  Jobbers  of  Los  Angeles, 
representing,  as  he  stated,  approximately  7^  per  cent  of  the  shippers,  is  on 
record  to  the  effect  that  conditions  in  Los  Angeles,  with  respect  to  carload 
freight  destined  to  industrial  spurs,  are  almost  ideal.  With  the  thought, 
therefore,  that  such  an  almost  unique  situation  should  not  be  disturbed, 
we  see  no  reasons  for  making  radical  recommendations  with  regard  to  this 
class  of  freight  movement.  The  underlying  reason  is  that  in  Los  Angeles  a 
car  entering  the  city  via  one  road  is  set  on  an  industry  track  belonging  to 


36  Los  Angeles  Terminal  Investigation 

another  road   without  any  charge,  and  vice  versa,  so  that  there   is  already 
practically  con.solidation  of  all  industry  tracks  within  the  city. 

There  are  about  820  industries  located  on  about  3S2  industrial  spur 
tracks  within  the  free  switching  limits,  which  extend  outside  the  city 
boundary.  The  total  length  of  these  tracks  is  60  miles,  with  a  car  capacitay 
of  over  4,000  freight  cars.  We  are  particularly  concerned  with  the  more 
conjested  industrial  district  between  Alhambra  Avenue  and  Butte  Street 
because  of  street  and  railroad  traffic  conditions  and  the  large  percentage  of 
the  shipping.  Four  hundred  and  fifty-five  industries  are  located  in  this 
district,  and  to  these  in  1917  there  were  set  48,000  loaded  freight  cars,  or 
70  per  cent  of  the  total  number  set  on  industrial  tracks.  In  addition,  20,600 
empty  cars  were  set  for  loading,  making  a  total  of  69.200  cars  per  year,  or 
an  average  of  230  cars  per  working  day. 

From  these  figures  it  must  be  evident  that  the  large  investment  in 
buildings,  tracks  and  commercial  business  connected  with  spur  tracks,  and 
the  present  large  amount  of  spur  trackage,  make  it  inexpedient  to  make  any 
radical  change  in  the  present  location  of  these  industrial  tracks.  At  present 
these  spurs  branch  off  from  two  main  stems,  the  Southern  Pacific  tracks  in 
Alameda  Street  and  the  Santa  Fe  tracks  along  the  river.  Those  off  the 
Santa  Ve  tracks  run  in  a  general  easterly  and  westerly  direction  between  the 
important  east  and  west  streets  and  in  this  way  may  be  considered  as  built 
in  conformity  with  the  so-called  herring-bone  system. 

There  are  42  spurs  branching  oft'  from  the  Southern  Pacific  main  line 
tracks  in  Alameda  Street  between  Alhambra  Avenue  and  Butte  Street. 
These  tracks  have  a  total  length  of  24  miles,  a  car  spot  capacity  of  922  cars, 
and  serve  278  industries,  exclusive  of  36  industries  on  the  Santa  Monica  Air 
line.  There  were  set  to  these  industries  in  1917  about  34,000  cars,  and  to 
team  tracks  14,000  cars. 

A  few  of  these  industries  may  be  served  without  the  use  of  the  Alameda 
Street  tracks,  but  the  importance  of  the  commercial  business  and  railroad 
investment  is  si  >  L;reat  thai  we  do  not  believe  it  would  be  proper  or  wise  to 
recommend  the  removal  of  the  tracks  from  Alameda  Street  at  this  time. 

All  but  3  per  cent  of  the  present  traffic  in  Alameda  Street  can  be  removed. 
In  addition,  we  recommend  that  the  duplication  of  switching  service  to 
industrial  spurs  be  discontinued.  This  will  reduce  the  number  of  train  move- 
ments and  the  number  of  grade  crossing  movements,  and  benefit  both  the 
public  and  the  railroads.  We  also  recommend  that  the  Santa  Fe  Alley  spur 
be  removed  north  of  Butte  Street.  This  track  was  built  in  1907,  apparently 
for  competitive  reasons,  and  these  reasons  no  longer  exist.  It  is  a  spur  over 
a  mile  long  and  is  located  in  an  alley  15  feet  wide.  This  is  insufficient  width 
for  safe  operation,  and  as  time  goes  on  and  business  develops,  it  will  un- 
doubtedly be  found  too  long  to  switch  economically.  We  believe,  therefore, 
that  it  should  be  discontinued  now,  when  the  resulting  disturbance  will  be 
relatively  small. 


Summary  of  Report  and  Recommendation's  37 

For  the  future  we  recommend  that ; 

(1)  New  permits  should  not  be  granted  for  industrial  tracks  longitudinally 

in  streets. 

(2)  All  tracks  now  longitudinally  in  streets  be  confined  to  use  for  industrial 

purposes  only  and  be  removed  as  soon  as  access  to  the  industries 
served  is  otherwise  obtained. 

(3)  All  spur  tracks  shall  be  built  in  a  general  easterly  and  westerly  direc- 

tion from  the  river  banks  and  not  across  east  and  west  streets,  unless, 
by  such  construction,  the  crossing  of  more  important  north  and  south 
streets  is  avoided. 

Union  Freight  Station 

We  have  recommended  a  union  passenger  station  at  the  Plaza.  Recog- 
nizing the  resulting  isolation  of  the  present  Southern  Pacific  freight  station 
by  cutting  off  Alameda  Street  north  of  Aliso  Street,  and  further  bearing  in 
mind  the  fundamental  i)rinciple  that  freight  conditions  should  be  equaled 
or  bettered  and  certainly  not  made  worse,  we  propose  to  take  care  of  the 
Southern  Pacific  and  in  addition  to  make  a  general  improvement  in  the  less- 
than-carlnad  freight  situation. 

We  recommend  the  establishment  of  a  union  less-tha,n-carload  freight 
station  at  the  Santa  Fe  freight  yard  site  on  Santa  Fe  Avenue,  from  First 
to  Seventh  Streets,  the  present  Santa  Fe  freight  station  on  the  west  side 
of  Santa  Fe  Avenue  to  become  a  part  of  this  union  freight  station. 

This  would  locate  the  station  on  a  very  suitable  site  in  a  very  con- 
venient location.  The  site  is  of  sufficient  area  for  development  to  over  125 
per  cent  of  present  facilities,  is  of  good  shape  and  is  centrally  located.  A 
union  station  once  established,  there  would  result  a  desirable  stabilization 
of  business  and  increase  of  property  values.  Draying  should  be  cheaper  and 
more  satisfactory,  and  this  is  a  large  item. 

This  recommendation  will  also  hold  good  if  the  Southern  Pacific  station 
site  is  chosen  for  a  union  passenger  station.  This  proposed  freight  station 
is  estimated  to  cost,  ultimately,  $2,576,000  in  new  money  for  buildings, 
trackage  and  driveways,  including  removal  of  the  present  yard  and  facilities. 
Not  all  of  this  is  necessary  at  present.  Sufficient  shed  space  (119,480  sq.  ft.) 
for  the  Southern  Pacific  could  be  constructed  (based  on  Class  "A"  construc- 
tion) for  approximately  $680,000,  including  trackage,  and  the  present  Santa 
Fe  sheds  are  ample  to  take  care  of  the  Salt  Lake  less-than-carload  freight 
business. 

This  recommendation  is  in  ojjposition  to  the  arguinents  before  the 
Commission  for  several  sub-freight  stations.  Sub-freight  stations  in  the 
industrial  district  arc,  in  our  opinion,  unnecessary  and  arc  a  detriment  in  a 
city  like  Los  Angeles  where  the  district  in  which  the  less-than-carload 
freight  is  important  is  confined  to  a  comparatively  small  area.  They  cost 
more  to  operate  and  are  too  much  of  a  source  of  delay.  Shipments  are 
delayed  by  not  reaching  a  central  station  in  time  to  catch  the  train,  and  by 
the  draymen  having  too  many  places  to  go  to,  which  means  light  loads  and 
delay. 


38  Los  AxcELES  Terminal  Investigation 

If  branch  receiving  stations  for  freight  appear  desirable  in  the  future, 
from  changed  conditions,  the  haul  of  L.  C.  L.  freight  between  these  branch 
stations  and  the  central  station,  may  possibly  be  made  in  railroad  owned 
motor  trucks,  rather  than  in  cars.  Up  to  a  certain  volume  of  traffic  and 
excepting  certain  classes  of  freight  this  is  entirely  feasible  and  cheaper. 

If  a  union  freight  station  at  the  Santa  Fe  site  cannot  be  had  and  it 
appears  that  this  contingency  would  arise  only  if  the  cost  of  a  union  pas- 
senger station  was  considered  too  great  for  the  advantages  accruing — we 
must  be  guided  by  the  same  principles  of  least  expenditures.  Under  these 
conditions  we  should  recommend  the  retention  of  the  present  Southern 
Pacific  and  Santa  Fc  freight  stations,  and  in  justice  to  the  Salt  Lake,  we 
should  recommend  that  it  be  allowed  to  proceed  with  its  present  plans  for  a 
freight  terminal  on  its  newly  acquired  site  on  the  east  side  of  Alameda  Street 
between  Eighth  and  Hunter  Streets. 

Additional  Team  Tracks 

Convenient  team  tracks  tend  to  restrict  the  construction  of  industrial 
spurs  and  grade  crossings.  Small  shippers  especially,  if  able  to  handle  their 
shipments  from  a  convenient  team  track,  will  not  go  to  the  expense  of 
providing  themselves  with  spur  track  facilities.  \\'e  believe  this  to  be  true 
in  spite  of  the  fact  that  the  advantage  of  an  industrial  track  is  that  it 
obviates  draying  and  two  handlings  of  the  freight. 

The  more  expensive  use  of  team  yards,  if  it  results  in  less  demand  for 
private  spurs,  is  a  distinct  advantage  from  the  standpoint  of  the  grade 
crossing  problem  since  it  cuts  down  the  numlier  of  crossings.  It  should, 
therefore,  be  encouraged. 

Trafiic  studies  show  that  in  1917  the  movement  of  loaded  cars  to  and 
from  team  tracks  was  as  follows: 

Cars  Cars  Total 

Road  Set  Loaded  Cars 

Southern    Pacific    8.732  SA26  14,158 

Santa    Fe    S,1S4  683  5.837 

Salt  Lake   3,651  240  3.891 

Pacific   Electric    137  1,888  2.025 

Total    '7,674  8.237  25.911 

With  this  in  mind,  we  are  recommending  the  establishment  of  team 
yards  along  the  east  side  of  Alameda  Street.  They  will  be  located  differently. 
de|)en(ling  u|)on  the  location  of  the  union  passenger  and  freight  stations  on 
account  of  the  different  use  proposed  for  different  parcels  of  land.  Team 
yards  should  be  located  as  follows: 

With   Plaza  Plan  With   S.   P.   Plan  With   Santa   Fe   Plan 

.At  ColleRe  and  .Alameda         .At   College  and  Alameda         .At   CoIIese  and  .Alameda 
At  Macy  and  .Alameda  At  Macy  and  Alameda  .At  Macy  and  .Alameda 

Los  Angeles  Market  Los  Angeles  Market  Los  .Angeles  Market 

S.  P.  Coach  Yard 

Proposed   Salt   Lake  Ter-       Proposed   Salt    Lake   Ter-       

minal  minal 


Summary  of  Report  and  Recommendations  39 

With  the  unidii  passenger  station  at  the  Piaza,  as  before  noted,  the 
Southern  Pacific  freight  station  at  College  and  Alameda  would  be  abandoned 
and  consolidated  with  the  other  two  roads  in  a  union  freight  station  at  the 
Santa  Fe  site.  The  land  at  College  and  Alameda  now  occupied  by  the 
freight  station  team  tracks  should  be  devoted  to  team  track  use.  This  also 
holds  under  the  Southern  Pacific  plan.  In  the  Santa  Fc  ])lan  the  freight 
station  would  remain  and  the  ])rcscnt  team  yard  would  also  remain  but 
would  not  be  enlarged. 

Under  the  Southern  Pacific  and  Santa  Fe  plans,  the  present  Southern 
Pacific  team  yard  at  Macy  Street  would  be  unchanged.  Under  the  Plaza 
plan,  the  team  yard  would  be  shortened  somewhat,  but  with  the  addition 
of  more  team  tracks  at  College  and  .Mameda  Streets  we  believe  that  what 
remains  will  be  sufficient. 

The  recommendation  for  a  team  yard  at  the  Los  Angeles  Market  prop- 
erty at  Sixth  and  Alameda  Streets  should  be  qualified.  We  are  of  the  opinion 
that  this  site  is  valuable  for  railroad  purposes  and  should  either  be  used  for 
a  team  yard  or  should  be  developed  by  the  construction  of  warehouses, 
which  would  be  provided  with  spur  tracks.  It  may  be  noted  that  this 
property  is  owned  by  the  Los  Angeles  Market  Company,  which  is,  in  turn, 
controlled  by  the  Pacific  Electric  Land  Company,  the  Pacific  Electric  Rail- 
way Company  and,  finally  by  the  Southern  Pacific  Comjiany. 

ASSOCIATED  MATTERS  HELD  IN  ABEYANCE 
Industrial  Terminal  Railway — Application  2962 

In  this  ajjplicatiiin  the  Industrial  Terminal  Railway  Company  asks 
permission  to  issue  stock  for  the  purposes  of  acquisition  of  rights  of  way 
for  a  switching  and  terminal  railroad  approximately  2  miles  in  length,  com- 
mencing on  Alameda  Street  north  of  Aliso  Street  and  running  in  an  easterlv 
and  northwesterly  direction  across  Ramirez  Street,  Macy  Street,  Lyon  Street 
and  crossing  the  tracks  of  the  Santa  Fe,  across  the  Los  .\ngeles  River  and 
across  the  tracks  of  the  Salt  Lake,  terminating  on  the  south  side  of  Alhambra 
Avenue  east  of  the  Los  Angeles  River. 

In  Decision  No.  4533.  the  Commission  held  that  this  ajiplication  should 
neither  be  granted  nor  denied  until  the  Commission's  investigation  into  the 
larger  cases  had  progressed  sufficiently  to  determine  whether  or  not  it  would 
be  possible  to  allow  applicant  to  proceed  with  its  plan,  and  it  was  ordered 
that  a  supplemental  order  be  issued  at  such  time  as  the  Commission  was  in 
possession  of  the  necessary  information  to  enable  it  to  determine  whether 
or  not,  under  the  circumstances  set  forth  in  tlie  accumpanying  opinion,  it 
Vvfas  proper  for  this  capital  stock  to  be  authorized. 

We  now  believe  that  it  would  be  unwise  for  the  Commission  to  allow 
the  construction  of  the  railroad  along  the  route  projiosed  because  of  the 
grade  crossings  involved,  and  we  recommend  that  a  supplemental  order  be 
entered  in  which  this  application  be  dismissed.  When  the  Commission  has 
made  its  order  in  Cases  970  et  seq..  applicant  can  then  file  another  application 
based  upon  the  Commission's  decision  in  the  larger  problem. 


40  Los  Angeles  Terminal  Investigation 

Los  Angeles  and  Salt  Lake  Railroad  Company— Application  3037 

In  this  application  the  Los  Angeles  and  Salt  Lake  Railroad  Company 
asks  the  Commission's  authority  to  cross  at  grade  9  public  streets,  4  railway 
tracks  and  1  double  track  street  railway,  as  follows : 

(a)  Street  Crossings  at  Grade: 

1.  SixteeiUh   Street,  to  be  crossed  witli  2  tracks. 

2.  Fourteenth  Street,  to  be  crossed  with  2  tracks. 

3.  Klevcnth  Street,  to  be  crossed  with  2  tracks. 

4.  Tenth  Street,  to  be  crossed  with  2  tracks. 

5.  Ninth  Street,  to  be  crossed  with  2  tracks. 

6.  Alley   between   Hunter  and   Ninth    Streets,   to   be   crossed   with   2 

tracks. 

7.  Hunter  Street,  to  be  crossed  with  2  tracks. 

8.  Lawrence  Street,  to  be  crossed  with  2  tracks. 

(b)  Steam  Railroad  Crossings: 

1.  One  track  at  grade  across  a  one-track  spur  of  the  Santa  Fe,  south 

of  Sixteenth  Street. 

2.  Two  tracks  at  grade  across  one  spur  track  of  the  Southern  Pacific 

Company,  north  of  Sixteenth  Street. 

3.  Two   tracks   at   grade   across    two    spur    tracks    of   the    Santa    Fe, 

south  of  Fourteenth  Street. 

4.  Seven  tracks  at  grade,  with  two  additional  tracks  proposed  across 

spur  tracks  of  the  Santa  Fe  on  Lawrence  Street. 

(c)  Street  Railroad  Crossings: 

1.  Two  tracks  at  grade  across  the  double  track  line  of  the  Los  An- 
geles Railway  on  Eleventh  Street.  (Note:  The  Los  Angeles 
Railway  tracks  have  since  been  removed.) 

As  further  set  forth  in  the  application,  the  Salt  Lake  contemplates  the 
constructif)n  of  a  freight  terminal  in  a  newly  acquired  site  bounded,  roughly, 
by  Alameda  Street  on  the  west.  Hunter  Street  on  the  south.  Lemon  Street 
on  the  cast  and  the  Alley  south  of  Hunter  Street  on  the  north,  and  the  neces- 
sary grade  crossings  will  occur  principally  on  the  connection  between  this 
proposed  terminal  and  the  existing  Butte  Street  track  of  the  Salt  Lake 
between  Santa  Fe  Avemie  and  Butte  Street. 

In  Decision  No.  4552,  the  Commission  held  that  a  decision  should  be 
postponed  until  the  investigation  into  the  general  tratisportation  situation 
in  Los  Angeles  (Cases  970  et  seq.)  had  progressed  sufficiently  to  enable  a 
determination  to  be  reached  as  to  whether  or  not  the  application  should  be 
granted  and  it  was  ordered  that  a  supplemental  order  be  issued  at  such 
time   as   the   Commission    was   in    possession    of   the   necessary    information. 

We  have  already  recommended  a  union  freight  station  at  the  Santa  Fe 
site.  This  would  accommodate  the  Salt  Lake  and  would  avoid  the  construc- 
tion of  a  freight  terminal  on  the  site  above  mentioned.  Under  these  circum- 
stances, the  necessity  for  the  construction  of  the  connecting  tracks  having 
been  eliminated,  we  recommend  that  a  supplemental  order  be  issued  in  which 
the  authority  to  cross  at  grade  the  streets  mentioned  be  denied. 

As  we  also  recommend  that  team  tracks  be  established  on  this  Salt  Lake 
terminal  site,  provision  must  be  made  for  reaching  them.     This  we  propose 


SuMMARv  OF  Report  and  Recommendations  41 

to  do  either  by  connection  with  the  Alameda  Street  tracks  of  the  Southern 
Pacific  or  by  the  Lawrence  Street  spur  track  of  the  Santa  Fe.  This  will  not 
introduce  any  additional  grade  crossings  and,  at  the  same  time,  will  not 
prevent  the  use  of  the  site. 

Interlocking  at  Aliso  Street  and  Los  Angeles  River — Case  938 

Following  a  serious  collision,  on  May  7.  1915.  at  the  crossing  of  the 
Pacific  Electric  Railway  and  the  Atchison,  Topeka  and  Santa  Fe  Raihvay 
tracks  at  Aliso  Street,  Los  Angeles,  these  two  roads  applied,  on  January 
10,  1916,  to  the  Commission  for  permission  to  install  an  interlocking  device. 
From  the  plans  submitted  with  this  application  (No.  2043)  it  developed  that 
certain  of  the  Commission's  requirements  regarding  interlocking  plants  were 
not  met,  and  that  the  scheme  of  protection  would  be  incomplete  unless  the 
Los  Angeles  and  Salt  Lake  road  was  included.  Shortly  thereafter  the  Com- 
mission instituted  Case  938  upon  its  own  motion  and  a  hearing  was  held  in 
both  matters. 

In  Decision  No.  3290.  dated  April  27,  1916,  the  Commission  made  its 
order  directing  the  installation  of  a  standard  interlocking  plant,  the  three 
parties  at  interest  having,  prior  to  the  hearing,  agreed  between  themselves  to 
do  this.  According  to  the  order,  plans  were  to  be  submitted  within  three 
months  and  the  plant  placed  in  operation  within  nine  months.  On'  July  28, 
1916,  the  Commission  issued  an  "order  extending  effective  date"  in  Case  938, 
in  which  the  time  within  which  the  plans  were  to  be  submitted  were  extended 
until  further  order. 

Thus  the  matter  has  been  held  in  abeyance.  Since  we  recommend  a 
separation  of  grades  for  the  crossings  of  the  Pacific  Electric  and  the  main 
line  of  the  Salt  Lake  and  the  river  tracks  of  the  Santa  Fe,  and  the  removal 
of  the  crossing  of  the  present  main  line  Santa  Fe  tracks,  the  matter  of 
installing  an  interlocking  plant  is,  if  the  recommendation  be  adopted,  auto- 
matically removed  from  further  consideration.  We  recommend  an  order  in 
Case  938  to  this  effect. 

Pairing   of   Southern   Pacific   and    Salt   Lake   Tracks   Between   Los   Angeles 
and  Colton 

In  our  two  reports  dealing  with  temporary  unificatimi  of  terminal 
facilities  at  Los  Angeles,  we  recommended  that  the  Southern  Pacific  and 
Salt  Lake  tracks  should  be  paired  between  Los  .\ngeles  and  Colton.  This 
recommendation  was  also  made  by  the  engineers  representing  the  federally 
controlled  railroads  at  Los  Angeles  and  urged  for  adoption  upon  the  Director 
General  of  Railroads  by  the  Commission.  This  means  that  trains  would  be 
run  in  one  direction  only  over  each  of  the  two  roads,  making,  in  effect,  a 
double  track  road  of  these  two  single  track  roads.  Due  to  grades,  operation 
was  not  to  consist  of  routing  trains  in  one  direction  only  over  each  track 
between  the  termini,  but  to  change  between  the  two  roads  at  Ontario.  The 
scheme  of  operation  is  then  as  follows : 


42  Los  Angeles  Terminal  Investigation 

Operate  for 
Limits  Westbound  Trains  Eastbound   Trains 

Between  Colton  &  Ontario     Salt   Lake  track  Southern    Pacific   track 

••    Los  Angeles  &  Ontario     Southern   Pacific   track  Salt  Lake  track 

The  estimated  cost  of  the  necessary  changes,  consisting  of  new  con- 
nections and  additional  ballasting  on  the  Salt  Lake  tracks,  was  estimated 
at  $136,812.  The  annual  saving  in  the  cost  of  operation  was  estimated  at 
$173,028  due  principally  to  the  larger  tonnage  ratings  of  freight  locomotives 
because  of  more  favorable  ruling  gradients.  While  this  matter  is  not  so 
intimately  connected  with  grade  crossing  elimination  and  terminal  unification 
at  Los  Angeles,  it  comes  properly  within  the  scope  of  this  report.  The 
financial  results  are  large — for  an  expenditure  of  $136,812.  a  saving  of 
$173,028  each  year  is  possible. 

We  again  recommend  that  the  Southern  Pacific  and  Salt  Lake  tracks 
between  Los  Angeles  and  Colton  be  paired  for  double  track  operation,  as 
given  above. 


PART  I— HISTORICAL  MATTERS  AND 
PRESENT  CONDITIONS 

Chapter         I — Histcirv  of  Proceedings. 

Chapter       II — General  Survey  of  the  Problem. 

Chapter     III — History  and  Development  of  City  and  of  Trans- 
portation Facilities. 

Chapter      IV — Electric  Transportation. 


CHAPTER  I. 
OUTLINE 
Introduction 

Formal  Complaints 

Jurisdiction  of  Commission 

California  Supreme  Court  Decision  Ordering  Investigation 

Associated  Formal  Applications 

Application  of  Industrial  Terminal  Railway  Company  (Application  2962) 
Application  of  Los  Angeles  and  Salt  Lake  Railroad  Company  (Applica- 
tion 3037) 
Application  for  Joint  Terminal  Facilities  by  Southern  Pacific  Company 
and  Los  Angeles  and  Salt  Lake  Railroad  Company  (Application  3346) 

Hearings  Before  the  Commission 

Reports  Upon  Temporary  and  Immediate  Measures 
Report  of  August  1918 
Report  of  January  1919 

Attitude  of  United  States  Railroad  Administration 


CHAPTER  I 

HISTORY  OF  PROCEEDINGS  BEFORE  COMMISSION 

(CASES  970  ET  SEQ.) 

AND  OF  ENGINEERING  DEPARTMENT   INVESTIGATION 

INTRODUCTION 

For  many  years  the  question  of  grade  grossing  elimination  has  been  more 
or  less  acute  in  the  City  of  Los  Angeles.  The  matter  has  been  before  the 
City  Council  and  before  the  people  in  genera!  in  numerous  cases  such  as 
when  the  railroads  were  seeking  to  build  new  tracks,  when  streets  crossing 
railway  tracks  were  opened  or  closed,  or  when  street  grades  were  established 
and  the  handling  of  passenger  and  freight  traffic  along  or  across  streets  had 
to  be  considered.  At  various  times,  also,  the  City  had  reports  made  by  its 
own  engineers  as  well  as  by  engineers  engaged  for  the  purpose.  In  later 
years,  certain  associations  and  individuals  began  advocating  union  jiassenger 
and  freight  depots  within  the  city. 

With  the  jurisdiction  over  common  carriers  by  the  Railroad  Commission, 
as  defined  in  the  Public  Utilities  Act,  it  became  apparent  that  a  comprehensive 
and  permanent  solution  could  not  be  had  without  action  by  the  Commission. 

On  July  3,  1916,  on  the  invitation  of  the  City  Council  of  Los  Angeles,  all 
the  members  of  the  Railroad  Commission  went  to  Los  Angeles  for  an  informal 
conference  with  the  City  Council  with  reference  to  the  railroad  grade  crossing 
situation  and  the  freight  and  passenger  terminal  conditions  in  Los  Angeles. 
At  the  conclusion  of  the  conference,  the  City  Council  unanimously  voted  to 
contribute  $20,000  toward  the  expense  of  a  complete  and  thorough  investi- 
gation to  be  made  by  the  Railroad  Commission. 

FORMAL  COMPLAINTS 

On  the  same  day,  complaints  were  filed  by  the  Municipal  League,  the 
Central  Development  Association  and  the  Civic  Center  Association.  Shortly 
thereafter,  complaints  were  filed  by  the  cities  of  Pasadena,  Alhanibra.  San 
Gabriel  and  South  Pasadena. 

The  complaint  of  the  Municipal  League  asks  the  Commission  to  eliminate 
railroad  grade  crossings,  to  prevent  a  further  use  of  streets  longitudinally  by 
the  railroads,  and  to  compel  the  erection  of  a  union  passenger  depot  and  ap- 
propriate freight  terminals.  The  complaints  of  the  Central  Development  As- 
sociation and  the  Civic  Center  Association  present  the  same  issues  as  the 
complaint  of  the  Municipal  League,  except  that  no  relief  is  asked  with  ref- 
erence to  a  union  passenger  depot  or  a  freight  terminal.  The  complaints  of 
the  cities  of  Pasadena,  South  Pasadena.  Alhambra  and  San  Gabriel  ask  relief 
with  reference  to  the  railroad  grade  crossing  situation  in  Los  Angeles  and 
also  the  elimination  of  the  grade  crossing  of  Mission  Road  by  the  Pacific 
Electric  Railway  Company.  These  cities  also  ask  that  the  Commission's 
order  in  Case  938,  ordering  the  installation  of  an  interlocking  plant  at  Aliso 
Street  and  the  Los  Angeles  River,  be  rescinded. 


46  Los  AxcEi.ES  Tkrminai.  Investigation 

The  following  table  presents  briefly  the  dates  of  liling,  the  complainants 
and  the  defendants  of  the  seven  forma!  comidaints : 

Case       Date 
Number  Filed  Complainants  Defendants 

970  7-6-16     Mnnicinal   League  L   Southern   i'acilic  fompany. 

2.  Atchison.   Topeka   and   Santa    Fe 

Railway  Co. 

3.  Los  Ani^eles  and  Salt  Lake  Kail- 

road  Co. 

971  7-6-17     Central    De\clopnient      I.  Southern  Lacific  Company. 

Association  2.  .\tchison.   Topeka   and   Santa    l-'e 

Railway  Co. 
3.   Los  Angeles  and  .Salt  Lake  Rail- 
road Co. 

*971       7-24-17     Central     DcNelopnient      1.   Southern  i'acitic  Comjiany. 

Association  2.  Atchison,   Topeka   and   Santa    Fe 

Railway  Co. 
3.   Los  Angeles  and  Salt  Lake  Rail- 
road Co. 

972  7-6-16     Civic   Center  Associa-      1.  Southern  I'acific  Company. 

tion  2.  Atchison.   Topeka   and    Santa    Fe 

Tiailway  Co. 
3.   Los  Angeles  and  Salt  Lake  Rail- 
road Co. 

974       7-15-16     City  of  Pasadena  1.  .'Southern  Pacific  Company. 

2.  Atchison,   Topeka   and    Santa   Fe 

Railway  Co. 

3.  Los  Angeles  and  Salt  Lake  Rail- 

road Co. 

4.  Pacific  Electric  Railway  Co. 

5.  City  ofjLos  Angeles. 

980  7-26-16     City  of  Alhandira  1.  Southern  Pacific  Company. 

2.  Atchison.   Topeka   and   Santa    I'c 

Railway  Co. 

3.  Los  Angeles  antl  Salt  Lake  Rail- 

road Co. 

4.  Pacific   Electric   Railway   Co. 

5.  City  of  Los  Angeles. 

981  7-27-16     City  of  San  (lahriel  1.  Southern  Pacific  Comiiany. 

2.  .\tchison,   Topeka   ami    Santa    ['c 

Railway  Co. 

3.  Los  Angeles  and  Salt   Lake  R;iil- 

road  Co. 

4.  Pacific  Electric   Railway   Co. 

5.  City  of  Los  Angeles. 

*.\mcndment  to  Complaint. 


History   oi-    Proceedings  47 

983       7-28-16     City    of    South    Pasa-      1.  Southern  Pacific  Company. 

dena  2.  Atchison,   Topeka  and   Santa   P"e 

Railway  Co. 

3.  Los  Angeles  and  Salt  Lake  Rail- 

road Co. 

4.  Pacific  Electric   Railway  Co. 

5.  City  of  Los  Angeles. 
Following  the   tiling  of  the  above  complaint  by  the   City  of   Pasadena. 

several  smaller  cities,  i.  e.,  San  Dimas.  Pomona,  (Jntario.  El  Monte  and  Sierra 
Madre,  filed  with  the  Commission,  by  letter,  their  concurrence  with  all  claims 
contained  therein.  .At  some  of  the  hearings  petitions  circulated  by  various 
Los  Angeles  organizations  were  submitted  to  the  Commission,  as  also  were 
numerous  letters  from  individuals.  These  were  all  accepted  bv  the  Commis- 
sion with  the  understanding  that  they  would  be  filed  without  being  read  into 
the  record  and  that  they  would  be  held  subject  to  inspection  by  any  of  the 
interested  parties. 

Other  interested  organizations  and  cities  entered  representatives  as  ap- 
pearances at  the  hearings.    They  were  : 

1.  Cities:     Alhambra,  San  Gabriel,  Santa  Monica,  Venice  and  Whittier. 

2.  Organizations:     .Associated  Jobbers  of  Los  Angeles,  Business  Men's 

Co-operative  .Association,  Business  Stability  Association,  Los  An- 
geles Chamber  of  Commerce,  Los  Angeles  City  and  County  A'ia- 
duct  Committee,  Los  Angeles  Realty  Board  and  the  Northwest 
Association. 

Jurisdiction  of  Commission 

The  defendants  in  these  proceedings  filed  answers  denying  the  Railroad 
Commission's  jurisdiction.  A  public  hearing  on  the  question  of  jurisdiction 
was  thereupon  held  in  Los  Angeles  on  September  15,  1916,  and  all  of  the 
cases  were  consolidated.  At  this  hearing,  all  of  the  parties  except  the  City 
of  Los  -Angeles  urged  that  the  Railroad  Commission  had  exclusive  jurisdic- 
tion over  the  issues  presented.  The  City  of  Los  Angeles  took  the  position 
that  jurisdiction  over  all  railroad  grade  crossings  in  Los  Angeles  was  in  the 
City  and  not  in  the  Railroad  Commission. 

On  October  21,  1916,  the  Railroad  Commission  rendered  its  order  (Deci- 
sion No.  3805),  dismissing  all  proceedings.  In  the  o])inion  preceding  the 
order,  the  Commission  gave  its  reason  for  this  action.  This  was.  in  brief,  as 
follows:  While  the  Commission  was  of  the  opinion  that  it  had  jurisdiction, 
the  investigation  prayed  for  required  the  expenditure  of  so  much  ]niblic  money 
and  was  of  such  great  importance  to  the  communities  and  the  carriers  in- 
volved, that,  in  agreement  with  all  parlies,  no  action  should  be  taken  until 
it  was  definitely'  established  where  jurisdiction  rested  in  the  premises. 

The  question  of  jurisdiction  was  then  taken  to  the  Su])reme  Court  I'f  the 
State  of  California  by  two  writs  of  mandamus.  In  the  first,  the  applicants 
were  the  same  as  in  Cases  970.  971  and  972,  and  in  the  second,  the  same  as  in 
Cases  974,  980,  981  and  983.    Taking  up  the  first  proceeding  ( L.  A.  No.  5028), 


4S  Los    AXGF.LES    TlCWMINAI.    INVESTIGATION 

the  applicants  asked,  in  brief,  that  the  Court  order  the  Commission  to  pro- 
ceed with  the  investigation.  The  City  of  Los  .Vngeles  conceded  that  the  RaiL 
road  Commission  had  exclusive  jurisdiction  insofar  as  a  union  passenger 
depot  and  freight  terminals  were  concerned,  but  argued  to  the  Supreme 
Court  that,  as  to  grade  crossings  and  all  other  uses  of  streets  by  railroads  in 
Los  Angeles,  the  City  had  exclusive  jurisdiction. 
California  Supreme  Court  Decision  Ordering  Investigation 

On  lune  IL  1917.  the  .Supreme  Court  made  its  decision  in  the  first  pro- 
ceedings, upholding  the  position  of  the  complainants  and  the  Railroad  Com- 
mission, and  decided  that  the  Railroad  Commission  had  exclusive  jurisdiction 
over  the  construction  and  operation  of  railroads  on  streets  in  Los  Angeles. 

W'c  quote  from  the  Supreme  Court's  decision  : 

"The  effect  upon  the  present  case  may  be  stated  as  follows: 
"The  City  of  Los  Angeles  has  the  power  to  open,  widen,  extend  and  im- 
prove streets  and  to  regulate  the  ordinary  uses  thereof.  The  Railroad  Com- 
mission, under  Section  43  of  the  Public  Utilities  Act,  has  the  power  to  make 
orders,  which  are  binding  upon  the  railroad  companies  under  its  supervision, 
to  abolish  grade  crossings  of  the  public  streets  of  a  city  and  to  order  a  sep- 
aration of  grades  so  that  the  railroad  and  street  shall  not  be  upon  the  same 
level  and  generally  to  exercise  the  powers  specified  in  that  section.  It  can- 
not vacate  the  street  or  direct  a  cessation  of  the  public  use  thereof.  Its 
orders  are  to  be  directed  to  the  railroad  company  and  not  to  the  city,  except 
so  far  as  may  be  necessary  to  apportion  the  expense  of  construction  and 
maintenance  of  the  particular  mode  of  crossing  which  shall  be  required. 
The  city  has  the  power  to  alter  the  construction  of  its  streets  at  such  cross- 
ings, or  any  of  them,  by  elevating  them  upon  a  viaduct  so  as  to  pass  over 
the  railroad  or  by  making  a  subway  passing  under  the  railroad.  In  either 
case,  if  the  change  in  the  street  does  not  interfere  with  the  operation  and 
use  of  the  railroad  at  time,  the  Commission  cannot  prevent  the  change  and 
it  may  be  made  without  the  consent  of  the  Commission.  But  if  it  does  in- 
terfere, either  at  the  time  or  afterward,  whether  by  natural  causes  or  lack  of 
repair  of  the  street  as  changed,  or  by  reason  of  changes  in  the  construction 
or  use  of  the  railroad  subsequently  directed  or  approved  by  the  Commis- 
sion, the  city  must  conform  to  the  orders  of  the  Commission  so  as  to  avoid 
such  interference. 

"It  is  ordered  that  the  Railroad  Commission  proceed  to  consider  and 
determine,  upon  the  merits,  the  complaints  made  to  it  by  the  plaintiffs  here- 
in, and  that  a  writ  of  mandate  be  issued  to  it  in  accordance  herewith." 

On  the  same  day,  June  H,  1917,  the  Court  made  substantially  the  same 
decision  in  the  second  proceeding  (L.  A.  No.  5029). 

The  City  of  Los  Angeles  thereupon  filed  a  petition  for  rehearing.  On 
July  10,  1917,  the  Supreme  Court  made  its  order  dismissing  the  petition  and 
the  matter  of  jurisdiction  was  considered  as  settled. 

Closely  associated  with  these  cases  were  three  applications  which  were 
filed  with  the  Commission  previous  to  the  decision  by  the  Supreme  Court. 
These  were  applications  by  the  Industrial  Terminal  Railway  Company,  by  the 
Los  Angeles  and  Salt  Lake  Railroad  Company  and  by  the  Southern  Pacific 
Company  and  Los  Angeles  and  Salt  Lake  Railroad  Company  jointly. 


ASSOCIATED  FORMAL  APPLICATIONS 
Application  of  Industrial  Terminal  Railway  Company.  (Application  No.  2962.) 
The  Industrial  Terminal  Railway  Company  has  made  two  applications 
(Nos.  1803  and  2962),  both  for  the  issuance  of  capital  stock.  The  details  are 
given  in  Decisions  Nos.  2832  and  4553,  rendered  on  October  12,  1915,  and 
August  IS,  1917,  respectively.  Only  Application  No.  2962  and  Decision  No. 
4553  are  concerned  with  these  proceedings. 

In  this  application,  applicant  asks  permission  to  issue  stock  to  acquire,  in 
effect,  a  right  of  way  for  an  industrial  railroad  in  Los  Angeles  and  (quoting 
from  Decision  No.  4553)  : 

".  .  .  proposes  to  construct  in  the  city  of  Los  Angeles  a  switching 
and  terminal  railroad  approximately  two  miles  in  length.  If  the  plans  of 
the  company  are  carried  out,  the  line  will  start  at  Alameda  Street  at  a  point 
about  200  feet  north  of  Aliso  Street,  run  in  an  easterly  and  northeasterly 
direction  across  Ramirez  Street,  Macy  Street  and  Lyon  Street,  and  across 
the  tracks  of  the  .\tchison,  Topeka  and  Santa  Fe  Railway  Company;  then 
across  the  Los  Angeles  River  and  across  the  tracks  of  the  Los  -Angeles  and 
Salt  Lake  Railroad,  ending  on  the  south  side  of  Alhambra  Avenue  east  of 
the  Los  Angeles  River.  The  maps  filed  with  the  earlier  application  (Ap- 
plication No.  1803)  do  not  show  the  proposed  location  of  tracks  and  other 
facilities,  but  they  do  show  the  right  of  way  as  the  company  is  securing  it. 
"In  addition  to  the  right  of  way  needed  for  the  main  line,  these  maps 
show  right  of  way  for  a  short  spur,  40  feet  wide,  at  right  angles  to  the 
main  line  about  250  feet  east  of  Macy  Street." 

In  its  opinion  preceding  the  order,  in  the  same  decision,  the  Commission 
states : 

".     .     .     that    this   application   should    not   be   granted    nor    should   it   be 
denied    until    the    Commission's    investigation    in    the    larger    cases    has    pro- 
gressed  sufficiently   to   determine   whether   or  not   it   will   be   possible   to   let 
applicant  proceed  with  his  plan.     .     .     ." 
It  was  ordered  by  the  Commission  that : 

"...  a  supplemental  order  will  be  issued  at  such  time  as  the  Com- 
mission may  be  in  possession  of  the  necessary  information  to  enable  it  to 
determine  whether  or  not,  under  the  circumstances  set  forth  in  the  fore- 
going opinion,  it  is  proper  for  this  capital  stock  to  be  authorized." 

Application  of  Los  Angeles  and  Salt  Lake  Railroad  Company.     (Application 

No.  3037.) 

This  condition  also  prevails  with  reference  to  Application  No.  3037  of 
the  Los  Angeles  and  Salt  Lake  Railroad  Company,  which  applied  on  July  16, 
1917,  for  permission  to  construct,  in  Los  Angeles,  certain  crossings  in  connec- 
tion with  a  proposed  new  freight  terminal  at  Eighth  and  Alameda  Streets, 
which  would  give  the  Salt  Lake  Company  a  freight  terminal  on  the  west  side 
of  the  river  and  would  improve  conditions  of  that  carrier  in  regard  to  its 
freight  business. 

In  Decision  No.  4552,  dated  .August  18,  1917,  the  Commission  says: 

"We  recommend  that  at  this  time  the  Commission  neither  deny  nor 
grant  this  application  but  that  a  decision  be  postponed  until  the  investiga- 
tion into  the  general  transportation  situation  in  Los  Angeles  has  progressed 


50  Los  Angklks  Terminal  iNVESTir.ATiox 

sufficiently  to  enable  the  Commission   to  detcrinint-   wlictlur  or  imt   the  ap- 
plication  should  be  granted." 
It  was  ordered  that: 

"...  a  supplemental  order  will  be  issued  at  such  time  as  the  Com- 
mission may  be  in  possession  of  the  necessary  infonnation  to  determine 
whether  or  not  this  application  should  be  granted,  and  the  location,  con- 
struction, installation  and  protection  of  the  crossings  involved  in  this  ap- 
plication." 

Application  for  Joint  Terminal  Facilities  by  Southern  Pacific  and  Salt  Lake 
Railroad  Company.     (Application  No.  3346.) 

At  the  hearing  held  before  the  Commission  on  November  12,  1917,  the 
Southern  Pacific  Company  and  the  Los  Angeles  and  Salt  Lake  Railroad  Com- 
pany filed  an  ai)plicati()n  asking  approval  of  an  agreement  dated  July  18,  1917. 
This  agreement  covered  the  joint  use  of  the  existing  Southern  Pacific  Statiotj 
at  Fifth  Street  and  Central  Avenue  by  these  two  roads  and  entered  fully  into 
the  cost  and  maintenance  of  existing  and  additional  facilities. 

The  plan  proposed  was  the  same  as  that  submitted  to  the  Commission  at 
the  previous  hearings.  The  most  important  features,  in  addition  to  the  joint 
use  of  the  Southern  Pacific  passenger  station,  were  the  joint  construction  and 
use  of  elevated  tracks  south  of  Sixth  Street  between  Alameda  Street  and  the 
east  bank  of  the  Los  .Angeles  River,  with  additional  tracks  along  the  river. 
The  Company  claimed  that  the  joint  use  of  track  would  obviate  the  necessity 
for  operation  of  passenger  and  freight  traffic  over  Alameda  and  certain  other 
streets  and  would  also  eliminate  many  grade  crossing  movements.  The  agree- 
ment further  provided  for  the  possible  joint  use  of  certain  station  facilities  by 
the  Pacific  Electric  Railway  and  for  the  construction  and  use  by  that  company 
of  a  doul)lc  track  elevated  structure  alongside  the  steam  railroad  structure. 

The  application  was  consolidated  with  the  seven  other  formal  cases  for 
determination  and  decision. 

HEARINGS  BEFORE  THE  COMMISSION 
Immediately  after  the  order  by  the  Supreme  Court  dismissing  the  peti- 
tion for  rehearing,  the  Railroad  Commission  set  Cases  970  et  seq.  for  hearing 
in    Los   Angeles,   and   made   arrangements    for    the    necessary    engineering 
investigation. 

The  hearings  in  these  cases  were  held  on  the  following  dates: 
September  IS,   1916,  November  20,   1917, 

July  24,1917,  November  21,  1917, 

July  26,  1917,  November  22,  1917, 

August        22,   1917,  December  11,   1917, 

AuRust        23,  1917.  December  12,  1917. 

At  the  hearings  held  on  July  24,   1917,  the  Railroad  Commission  made 
the  following  announcement  regarding  the  conduct  of  these  proceedings: 
"As   is  usual   in   formal   con'.plaints,   the   complainants   will   be  permitted 
to  introduce  their  evidence  and  then  the  defendants  will  present  their  testi- 
mony. 


History   of    Proceedings  51 

"The  Railroad  Commission  proposes  lo  conduct  a  thorou,i;h.  comprehen- 
sive and  impartial  investigation  into  the  entire  situation.  The  Ccnimission 
will  instruct  its  engineering  department  to  make  an  exhaustive  investigation 
and  to  prepare  a  report  which  will  thereafter  be  introduced  as  evidence  in 
these  proceedings.  Until  this  report  has  been  prepared  and  introduced,  and 
all  the  parties  have  had  a  fair  opportunity  to  present  their  evidence  and  to 
cross-examine  witnesses,  no  conclusion  will  be  reached." 

"One  of  the  matters  which  will  be  determined  as  soon  as  possible  is  the 
time  of  payment  by  the  City  of  Los  .A.ngeles  of  the  sum  of  $20,000.00,  which 
was  voted  by  the  City  Council  to  help  defray  the  expense  of  the  investigation 
which  is  to  be  made  by  the  Commission's  engineering  department.  The 
sooner  can  the  Commission  employ  the  necessary  engineers  and  other  assis- 
tants. 

"I  assume  that  it  will  be  entirely  unnecessary  to  say  that  the  Railroad 
Commission  approaches  this  case,  as  every  other  case,  with  an  absolutely 
open  mind  and  with  an  earnest  desire  to  ascertain  all  the  facts,  so  that  a 
just  and  constructive  solution  of  the  problem  may  be  reached.  It  is  our 
intention  to  view  this  problem  in  the  largest  possible  aspect  and  to  reach  a 
conclusion  which  will  serve  the  needs  not  merely  of  today,  but  also  of  the 
future.  The  people  of  the  City  of  Los  Angeles  and  the  surrounding  com- 
munities and  railroads  are  entitled  to  an  exhaustive  and  thorough  considera- 
tion of  the  problems  here  presented  and  such  consideration  they  will  re- 
ceive  from   the   Railroad   Commission. 

"In  this  work,  which  will  mean  so  much  to  the  people  of  this  com- 
munity and  the  surrounding  communities,  as  well  as  the  railroads,  the  Rail- 
road Commission,  of  course,  expects  the  fullest  consideration  and  coopera- 
tion from  all  parties — the  complainants,  the  railroad  companies  and  the 
public  authorities." 

The  Commission  also  ruled  that  all  of  the  formal  complaints,  seven  in 
number  (Cases  970,  971,  972,  974,  980,  981  and  983),  be  consolidated  for 
hearing  and  decision. 

At  the  same  hearing,  one  of  the  principal  complainants,  the  Central 
Development  Association,  filed  an  amendment  to  its  original  complaint  to 
include  the  requirement  of  freight  and  passenger  union  terminals,  in  addi- 
tion to  reclaiming  .-\lameda  Street,  reorganizing  the  trackage  and  eliminating 
grade  crossings. 

At  all  of  the  hearings,  beginning  July  24,  1917,  and  subsequent  thereto, 
the  complainants  and  defendants  submitted  data  and  evidence  in  general 
supporting  or  refuting  the  several  proposed  schemes  for  a  union  passenger 
and  freight  terminal  and  the  elimination  of  grade  crossings  within  the  City 
of  Los  Angeles. 

The  testimony  thus  far  covers  1477  pages  and  is  supplemented  by  53 
exhibits  filed  and  assigned  numbers  as  follows : 

Business   Stability  Association  No.  1 

Central  Development  Association  "     1   to  20  inclusive 

City  of  Los  Angeles  "     1    "     3 

City  Planning  Association  "     1    "     3 

Southern  Pacific  Company  and  Salt  Lake  Company  "     1    "  25 

Since  the  hearings,  the  Business  Stability  Association  has  filed  with  the 
Commission  a  new  drawing  of  its  exhibit.     This  includes  a  larger  area  than 


THE  JOHN  Rfi.NPO'-PH  H^YNES  AND 
DOR.AH.V,  ZATlON 

1  I  f-.-^  «  nV/ 


52  Los  Angeles  Terminal  Investigation 

the  original  map.  The  Central  Development  Association  also  filed  a  drawing 
supplementing  the  track  plan  shown  by  its  original  exhibit  No.  5.  Copies 
of  these  supplementary  drawings  have  not  been  furnished  to  all  parties  but 
are  reproduced  in  this  report. 

In  December.  1917.  the  Commission  opened  an  engineering  department 
office  in  Los  Angeles  and  assigned  its  Chief  Engineer  and  a  staff  of  assistants 
to  study  the  entire  situation.  Further  hearings  were  continued  until  after 
the  completion  of  the  report  by  the  engineering  department. 

REPORTS  UPON  TEMPORARY  AND  IMMEDIATE  MEASURES 
Report  of  August,  1918 

Shortly  after  the   control  of  the   railroads  had   been   taken  over  by   the 
United  States  Government  on  January  1,  1918,  the  United  States  Railroad 
.Administration  issued  its  general  order  for  the  unification,  as  far  as  possible, 
of  all   railroad   facilities,   including  terminals   in   cities.     At   the   same   time, 
investigations  were  started  and  in  some  cities  the   terminal   facilities  were 
consolidated.     In  Los  Angeles,  due  to  the  fact  that  the  California  Railroad 
Commission  was  at  that  time  making  a  study  of  that  question.  Mr.  McAdoo, 
as  Director  General  of  Railroads,  on  July  22,  1918,  addressed  the  Commis- 
sion, asking  that  it  make  a  report  giving  the  Administration  the  benefit  of 
its  knowledge  in  the  investigation  under  way  and  to  make  recommendations 
for  immediate  unification.     Air.  McAdoo's  telegraphic  request  was  as  follows: 
".\n\    having    investigation    made    of   terminals    at    Los    .\ngeles    with    a 
view    of   unifying   them    in    line   with    similar   policy    through    country    with 
view  to  increasing  the  public  convenience  and  economizing  in  cost  of  opera- 
tion.    I  also  desire,  if  possible,  to  reduce  existing  traffic  on  Alameda  Street. 
Shall  be  glad  if  the  California  Commission  will  look  into  this  situation  and 
give   me   the   benefit   of  its  views   on   proposed   changes.      Mr.    Sproule    will 
gladly  co-operate  with  you  and  supply  all  available  information." 

The  Engineering  Department  of  the  Commission  on  September  7,  1918, 
submitted  to  the  Commission  its  report  on  "Immediate  Unification  and  More 
Economical  Operation  of  Railroads  with  Resulting  Betterment  of  Grade 
Crossing  Conditions  in  Los  Angeles  and  \'icinity."  This  report  was  con- 
curred in  by  the  Commission  and  was  submitted  on  September  16th  to  Mr. 
McAdoo. 

The  seven  recommendations  made  in  this  report  follow: 

1.  Operate   as   double   track    the    Salt    Lake   and    Southern    Pacific    lines    as 

east  and  westbound  tracks  between  Colton  and  Los  Angeles. 

2.  Discontinue  Salt  Lake  passenger  and  freight  service  to  Pasadena. 

3.  Discontinue   Salt   Lake   passenger  and   freight   service   between   Los   An- 

geles and  Glendale. 

4.  Discontinue    Southern    Pacific    passenger    service    between    Los    .\ngeles 

and  Anaheim. 

5.  Santa  Fe  take  over  Salt  Lake  freight  business  in   Los  .\ngeles. 

6.  Reroute    certain    freight    switching    in    Los    .Angeles,    relieving    .Alameda 

Street    and    providing   for    additional    transfer    facilities    at    Butte    and 
Alameda  Streets. 

7.  Unify  all  passenger  facilities  at  the  Santa   Fe  Station. 


History   of   Proceedings  S3 

Copies  of  the  report  were  furnished  to  all  interested  parties:  the  carriers, 
the  civic  organizations,  the  City  of  Los  Angeles  and  individuals. 

A  similar  report  had  been  asked  by  Mr.  McAdoo  from  the  engineers  of 
the  United  States  Railroad  Administration,  and  the  engineers  of  the  three 
interested  railroad  companies  submitted  to  their  superior  officers  a  joint 
report  containing  certain  recommendations  for  the  immediate  unification  of 
railroad  facilities  in  T,os  Angeles.  These  recommendations  varied  consider- 
ably from  the  report  submitted  by  the  Commission,  and.  in  consequence, 
the  Federal  Managers  of  the  Santa  Fe,  the  Southern  Pacific  and  the  Salt 
Lake  applied  to  the  Railroad  Commission  requesting  a  conference  between 
the  engineers  of  the  Commission  and  of  the  roads  for  the  purpose  of  recon- 
ciling the  differences  between  the  two  reports. 

Report  of  January  15,  1919 

In  consequence,  three  conferences  were  held,  the  first  in  Los  Angeles 
on  Noxember  12  to  14',  1918,  and  the  second  and  third  in  San  Francisco  on 
December  30  and  31,  1918.  and  January  14  and  15,  1919,  respectively. 
Through  these  conferences  the  difl:"erences  in  the  estimates  were  jjractically 
eliminated.  The  result  of  the  conferences  was,  on  January  15,  1919,  submitted 
to  Mr.  Walker  D.  Hines,  who  had  succeeded  Mr.  McAdoo  as  Director  Gen- 
eral of  Railroads,  by  supplemental  reports,  one  by  the  Engineering  Depart- 
ment of  the  Commission  dated  January  15,  1919,  and  the  other  by  the  engi- 
neers of  the  carriers  of  the  same  date.  These  reports  were  combined  and 
they  included  the  estimates  as  revised  and  agreed  upon,  together  .with  an 
explanation  of  the  recommendations  and  methods  in   dispute. 

Agreement  was  reached  on  the  majority  of  the  recommendations  made 
bv  the  Commission  in  the  original  report.  This  is  true  of  original  recom- 
mendations Nos.  1,  2.  3  and  6,  and,  with  qualifications  on  the  part  of  the 
railroad  engineers,  of  recommendation  No.  5.  It  was  not  possible  to  reach 
agreement  with  respect  to  recommendation  No.  7 — Unification  of  Passenger 
Facilities. 

The  Railroad  Engineers'  report  still  maintained  the  advisability  of  par- 
tial unification  at  the  present  Southern  Pacific  station.  This  plan  contem- 
plated the  use  of  this  station  by  the  Salt  Lake  as  well  as  the  Southern 
Pacific,  with  the  resultant  increase  of  railroad  traftic  on  Alameda  Street. 

In  the  first  report  to  Mr.  McAdoo,  the  Commission  recommended  tem- 
porary unification  of  all  passenger  facilities  at  the  Santa  Fe  station  site.  In 
the  supplemental  report  to  Mr.  Hines,  the  Commission  recommended  tem- 
porary partial  unification  by  the  joint  use  of  the  Santa  Fe  passenger  station 
by  the  Salt  Lake  and  the  Santa  Fe.  This  change  in  recommendations  was 
caused  by  the  changed  general  conditions  that  occurred  between  the  dates 
of  the  two  reports.  At  the  time  the  supplemental  report  was  made,  the 
period  of  continued  federal  control  was  one  of  great  uncertainty.  The  cur- 
tailment of  all  expenditures  to  an  absolute  minimum,  as  a  v.-ar  measure, 


54  Los  Angei.es  Terminal  Investigation 

was  no  longer  imperative.     With  the  cessation    of    hostilities,    it    was  not 

considered : 

".     .     .     necessarj',  nor  in  the  interest  of   tlic   railroads,   or  the   City  of   Los 

Angeles,  to  press  at  this  time  the  matter  of  complete  temporary  unification 

of  terminal  facilities  in  Los  .Angeles." 

The  Commission  decided  that  partial  temporary  unification  at  the  Santa 
Fe  site,  with  its  minimimi  cost,  was  most  desirable.  Another  factor  leading 
to  this  conclusion  was  the  fact  that  the  investigation  of  the  entire  Los 
Angeles  terminal  situation  was  nearing  completion  and  it  was  possible  to 
consider  seriously  a  permanent  solution,  which  was  thought  superior  to  any 
temporary   arrangement. 

ATTITUDE   OF  UNITED   STATES   RAILROAD   ADMINISTRATION 

Since  this  report  was  submitted.  Mr.  Hines,  during  a  visit  to  Los 
Angeles,  expressed  himself  as  being  desirous  of  giving  the  support  of  the 
United  States  Railroad  Administration  to  the  investigation  of  the  Los 
Angeles  terminal  situation.  At  a  conference  held  on  April  25,  1919,  Mr. 
Hines  stated : 

"I  shall  be  glad  to  facilitate  in  every  way  in  the  power  of  the  Railroad 
Administration   the   completion   of  the   Railroad   Commission's   investigation 
of  the  Los  Angeles  terminal  situation  and  shall  give  prompt  consideration  to 
the  method  by  which   I   can  most  effectively  aid  in  this   direction."' 
No  action  has  thus  far  been  taken,  however,  by  the  United  States  Rail- 
road Administration  towards  the  carrying  out  of  any  of  the   Commission's 
and   of  the  Administration's  own   engineers"   recommendations.     This   is   in 
spite  of  the  fact  that  an   annual   saving  of  over  $350,000  could   have   been 
accomjjlished  with  the  expenditure  of  a  very  small  amount  of  new  money 
(less  than  $150,000)  and  with  great  benefits  to  the  City  of  Los  Angeles  and 
to  the  railroads. 

On  June  3,  1919,  the  Director  General  issued  instructions  to  the  Regional 
Director  setting  forth  the  policy  of  the  United  States  Railroad  Administra- 
tion with  regard  to  jiublic  improvements  and  capital  and  operating  expendi- 
tures. These  instructions  will  be  of  iinportance  in  this  proceeding  and  we 
quote  in  full  : 

"June  3,   1919. 
"Public  Improvements 
"To  the  Regional  Directors. 
"Gentlemen: 

"The  Railroad  Administration  is  disposed  in  favor  of  the  resumption 
or  development  of  public  works  and  iiuprovements.  In  cases  where  the  only 
objection  thereto  is  to  the  present  comparative  cost  of  labor  and  material, 
no  protest  will  be  trade  on  behalf  of  the  Railroad  Administration.  Even 
where  the  burden  upon  the  Railroad  Administration  in  a  particular  district 
would  be  relatively  a  larger  part  of  the  total  cost,  the  mere  difTerence  be- 
tween the  cost  of  work  being  done  now  and  being  done  somewhat  later  is 
not  sufficient  to-  justify  an  attitude  of  opposition  by  the  Railroad  Adminis- 
tration to  a  policy  of  resumption  or  prosecution  of  public  works. 

"The  Railroad  Administration  should  not  identify  itself  with  opposition 
to   proposals   looking   to   such   development   or   resumption    of   public   works 


History   of   Proceedings  55 

unless  the  case  is  exceptional,  and  it  is  clear  that  the  expenditure  will  be 
improvident,  or  that  the  project  is  actually  in  a  private  interest  and  involves 
the  public  interest  only  to  a  slight  degree  and  the  private  interest  involved 
will  not  assume  the  expense  of  the  work.  Nothing  herein  shall  be  construed 
to  relate  to  facilities  covered  by  General  Order  No.  IS. 

"Representatives  of  the  Railroad  .Administration  should  at  all  times 
make  it  clear  to  the  public  authorities  that  responsibility  for  Capital  Ex- 
penditures rests  upon  the  Railroad  Corporations  and  not  upon  the  Railroad 
Administration,  and  unless  specifically  authorized  by  the  Division  of  Law, 
shall  speak  only  for  the  Railroad  .Administration  in  proceedings  before  Public 
Service  or  State  Railroad  Commissions,  or  officials  or  cities,  counties  or 
municipalities. 

"The  Railroad  Administration  may  use  its  moral  suasion  to  get  the 
Railroad  Corporations  to  consent  to  go  ahead  with  public  improvements 
and  to  finance  improvements.  However,  no  Federal  Administration  ofiicer 
should  take  any  action  or  make  any  commital,  the  effect  of  which  would  be 
to  deprive  a  corporation  of  an  opportunity  to  present  its  objection  to  the 
expenditure. 

"In  view  of  the  fact  that  the  amount  of  money  available  for  capital  ex- 
penditures is  always  limited,  if  a  project  will  not  be  beneficial  to  the  public 
in  proportion  to  the  expense,  or  can  better  be  postponed  pending  the  com- 
pletion of  more  important  Capital  Expenditures,  the  Railroad  Corporation, 
which  will  have  to  supply  the  capital,  should  present  the  conditions  to  the 
proper  authorities. 

"Bond  Issues  or  Special  Assessments 
"Railroad  Administration  officials  will  not  take  any  action  for  or  against 
any  proceeding,  the  purpose  of  which  is  to  authorize  a  bond  issue  or  special 
assessment,  but  will  as  fully  as  practicable  keep  the  Corporate  officer  of  each 
interested  railroad  advised  so  that  if  the  Corporation  desires  to  take  any 
action,  it  may  do  so. 

"In  cases  involving  a  special  assessment  chargeable  to  Capital  .Account 
in  which  the  Corporation  does  not  make  financial  arrangements  to  pay  the 
assessment,  there  is  no  obligation  upon  the  Director  General  to  furnish  the 
money.  In  such  case,  the  question  is  one  between  the  public  authorities  and 
the  Railroad  Corporation. 

"Projects  which  Involve  Charges  to  Capital  Account  That  the  Corporation 
Agrees  to  Assume,  but  which  also  Involve  Charges  to  Operation 
"If  such  a  project  is  agreed  to  between  the  Corporation  and  the  public 
body  and  the  financial  arrangements  have  been  satisfactorily  disposed  of, 
the  Railroad  Administration  will  assume,  as  to  Operating  Expenses,  the 
amount  properly  chargeable  to  it,  but  this  policy  should  not  prevent  the 
Federal  officer  from  presenting  the  objections,  if  any,  which  may  develop 
to  the  project  from  an  operating  standpoint,  nor  from  designating,  wherever 
possible,  the  most  economical  method  of  carrying  out  any  such  project 
whenever  there  is  more  than  one  way  of  providing  the  proposed  facility, 
or  improving  the  existing  facility,  or  from  designating  a  better  method  of 
reaching  the  result  if  there  is  one  available. 

"Discussion  with,  or  Proceedings  Before,  Public  Service  or  State  Railroad 
Commission,  or  Officials  of  States,  Counties  or  Municipalities 

"The  general  practices  in  connection  with  negotiations  with,  or  before 
such  public  authorities  preceding  the  issuance  of  an  order,  either  formal  or 
informal,  should  be  along  the  following  lines: 


56  Los  Angeles  Termixai.   Investigation 

"(a)  Immediately  upon  receiving  notice  that  any  question  affecting 
Capital  Expenditures  is  to  be  taken  up,  notice  should  be  given  as  informa- 
tion, to  the  proper  officer  of  the  Corporation  so  that  the  Corporation  may 
participate  in  the  consideration  or  hearing  before  the  public  authority,  and 
where  such  projects  involve  the  consideration  of  existing  franchises  or 
charters,  unusual  care  in  protecting  the  rights  of  the  Corporation,  to  notice 
should  be  exercised. 

"The  United  States  Railroad  Administration  representatives  should  as- 
sure themselves  that  the  public  authorities  have  given  the  Corporation  the 
notice  required  by  law. 

"(b)  The  representatives  of  the  United  States  Railroad  Administration 
will  in  such  proceedings  handle  to  the  best  advantage  all  matters  involving 
maintenance,  transportation  and  other  items  included  under  operation,  and 
may  be  called  as  witnesses  for  the  public,  or  the  Corporation,  as  well  as  for 
the  Railroad  Administration. 

"(c)  It  will  be  entirely  proper  to  respond  to  any  requests  from  a 
Municipality,  County  or  State  for  information  in  regard  to  material  and 
labor  costs,  and  to  volunteer  such  data  so  that  all  concerned  may  get  the 
benefit  for  the  information  in  the  hands  of  the  Railroad  Administration 
officials. 

"(d)  Single  complete  items  involving  a  charge  to  Capital  Expenditures 
of  $1,000  or  less  should  be  promptly  reported  to  the  Corporation  to  give  the 
Corporation  the  opportunity  of  handling  the  matter  with  the  public  authority, 
but  in  the  discretion  of  the  Federal  Manager  the  work  should  not  be  delayed 
if,  and  when,  in  his  opinion,  a  prompt  disposition  of  the  matter  will  be  the 
proper  action  under  all  circumstances. 

"Compliance  with  Orders  Issued  by  Public  Authorities 
"If  and  when  a  proceeding  before  the  public  authority  has  resulted  in  a 
definite  order  involving  a  charge  to  Capital  Expense,  the  matter  should  be 
promptly  reported  to  the  Division  of  Capital  Expenditures,  with  the  position 
of  the  Corporation  officer  clearly  expressed,  together  with  the  recommenda- 
tion of  the  Federal  Manager  and  Regional  Director. 

"Sincerely  yours, 

"(Signed)  Walker  D.  Mines." 

Since  the  date  of  this  letter.  Director  General  Hines  has  designated 
District  Director  William  Sproule  as  the  representative  of  the  Administra- 
tion. Mr.  Sproule  in  a  letter  to  the  Commission  of  June  18,  1919,  states 
that: 

".  .  .  the  Director  General,  while  not  a  party  to  these  hearings,  will 
co-operate  in  arriving  at  the  facts  and  their  bearing  and  desires  to  be  repre- 
sented at  the  hearing." 


CHAPTER  II. 
OUTLINE 
Influences  Affecting  Terminal  Problem 
The  Steam  Railroad  Problem 
Relation  of  Electric  Interurban  Eines  to  the  Problem 


CHAPTER  II 

GENERAL  SURVEY  OF  PROBLEM 

INFLUENCES  AFFECTING  TERMINAL  PROBLEM 

Mr.  Bion  J.  Arnold  has  well  summarized  the  influences  affecting  the 
Chicago  terminal  problem.  Since  the  problem  at  Los  Angeles  is  different 
only  in  degree,  we  shall  take  the  liberty  to  c|uote  from  his  report:* 

"Influences  Affecting  Terminal  Problem: 

"A  broad  and  unbiased  study  (if  tliis  problem  calls  for  consideration  of  the 
rights  and  viewpoints  of  the  many  interests  concerned,  which  are 
briefly  set  forth  here  in  order  to  emphasize  the  impossibility  of  reach- 
ing conclusive  decisions  until  the  full  facts  are  available. 

"1.  The  Railroad  Corporation — viewing  its  properties,  realty  holdings,  ter- 
minal advantages,  operating  rights  and  investment  from  an  individual 
rather  than  a  community  point  of  view,  thus  reflecting  the  attitude  of 
a  foreign  directorate. 

"2.  The  Municipality — vitally  interested  in  the  proper  physical  and  aesthe- 
tic development  of  the  industrial  properties  within  its  borders  as 
well  as  in  the  convenience  of  its  citizens. 

"3.  The  Local  Taxpayer — who  questions  the  justice  of  enormous  railroad 
holdings  within  his  city  being  assessed  at  merely  a  fraction  of  his 
own  assessment  rate  while  he  is  required  to  contribute  a  proportionally 
greater  share  to  the  support  of  the  municipal  government. 
"4.  The  Real  Estate  Owner — generally  in  favor  of  any  plan  that  benefits 
his  property  without  considering  the  best  interests  of  the  city  as  a 
whole  and  who  as  loudly  protests  against  the  depreciation  of  his 
property  values  by  contiguous  railroad  properties,  and  whose  views  are 
equally  divergent  upon  the  desirability  of  a  railroad  or  loop  terminal 
location  depending  upon  whether  his  property  is  inside  the  "loop"  or 
outside. 

"5.  The  Commuter — satisfied  with  moderate  terminal  facilities  if  low  fares 
and  reasonal)le  conveniences  are  available  with  quick  access  to  the 
business  district. 

"6.  The  Traveler — favoring  that  road  with  the  shortest  running  time,  the 
best  equipment,  the  most  imposing  terminal  architecture  and  maximum 
terminal  conveniences  without  so  much  regard  to  location,  as  his  lack 
of  knowledge  of  the  city  forces  the  use  of  taxicabs.  Here  the  adver- 
tising value  of  the  expensive  terminal  is  evident. 

"7.  The  Stockholder — often  interested  only  in  a  maximum  return  upon 
his  investment  without  much  regard  to  methods  of  operation  and 
often   with   none  at  all  in   the  welfare  of  the  community. 

"8.  The  Bondholder — retaining  through  the  trustees  the  absolute  owner- 
ship and  control  of  present  property  which  cannot  be  disposed  of  out- 
right without  his  consent  except  through  long  term  leases  and  operat- 
ing a.greements. 

"9.     The    Management — under   continual    pressure    for   maximum    dividends, 
adherence    to    schedules,    better    equipment    and    the    demands    of    the 
suburbanites  for  more  and  faster  equipment  in   the  face  of  increasing 
operating  expenses  and  competition  from  long-haul  rapid  transit  lines. 
♦Report  on  the  Rearrangement  and  Development  of  the  Steam  Railroad  Terminals  of 
the  City  of  Chicago— 1913. 


60  Los  Angeles  Terminal  Investigation 

"10.     The  Financier— Ranging  the  amount  and  discount  of  his  loan  largely 

by  tlie  record  of  annual  surplus  shown  on  the  road's  balance  sheet. 
"11.     City   Shipping — Desiring   freight  terminal   facilities  located   as   close   to 
point  of  originating  tonnage  as  possible   in  order  to  avoid   delay  and 
expense   in   extra   cartage.     Obviously   too   close   concentration   within 
congested  district  defeats  the  purpose  in  view. 
"12.     Through    Shipper — interested    only    in    prompt    transfer    through    the 
Chicago   District   with    the   least   rehauling,   which    practically    dictates 
the  clearing  system  now  being  installed. 
"13.     Lake   Shipping — the   success  of  which   practically   depends   upon   cheap 
and    convenient    trans-shipment    facilities    that    can    only    be    brought 
about   by   the   most   intimate   contact   between   rail  and   water,   supple- 
mented by  interchange  clearing  and  union  freight  station. 
"Analysis  of  all  these  extremely  conflicting  viewpoints  reveals  the  fact  that 
in  the  main  the  decision  of  all  parties  interested  as  to  the  merits  or 
demerits   of  any   terminal   plan   proposed   is   practically  guided   by   in- 
dividual  interest  and  in  this  respect  the  municipality  is  no  exception. 
How,   then,   may   a   just   balance   of   interests   and    equities   be    found? 
The  method   followed  in  this  report  is   that  of  disinterested   technical 
analysis. 

"1.     Analysis  and  classification  of  each  proposal. 
"2.     Balancing   of   advantages   and    disadvantages    from    the    viewpoint 

of  the  greatest  good  to  the   greatest  number. 
"3.     Determination  of  capacity  and  commercial  feasibility. 
"4.     Assumption    of    reasonable    co-operation    between    all    interested 
parties,  especially  the  railroads  and  the  city. 
"Tn   the  present   situation   the  property  values   and   equities   involved   are   so 
large  and  the  interests  so  complicated  as  the  result   of  long  years  of 
development,    rearrangement,    reorganization,    acute    competition    and 
lack  of  adequate  municipal  supervision,  that  the  question  immediately 
arises: 

"Shall  expendiency  and  minimum  cost  govern,  or  shall  per- 
manent  development  based   upon   the   lessons   of   the  past 
and  the  unquestioned  needs  of  the  future  prevail? 
"Here    there    are    the    two    extremes:    the    Corporation    hesitates    to    plunge 
into  a  large  investment  for  the  distant  future,  especially  during  a  close 
money  market,  and,  therefore,  follows  the  line  of  least  resistance  and 
uncertainty  in  providing  only  for  the  immediate  future.     On  the  other 
hand,    enthusiastic    supporters    of    the    comprehensive    City    Plan    are 
convinced  that  piecemeal  and   disorganized  development  for  the  pres- 
ent only  will   simply  intensify  the  problems  of  the  future.     Both   are 
right  to  a  degree  and  in  the  analysis  the  problem  is  to  find  the  middle 
ground,   if  possible,  upon  which   these  conflicting  interests   may  unite 
upon  a  constructive  program  of  necessity  and  moderation." 
The  problems  involved  at  Chicago  were  very  much  the  same  as  those 
presented   in   this   investigation,    more    particularly     the     various    interests 
involved.     The  most  important  exception  lies  in  the  fact  that  here  in  Cali- 
fornia the   Railroad   Commission   has  very   large    powers    to    make    orders 
affecting  service  and  operation   of  common   carriers.     These  orders,   if  rea- 
sonable, are  binding  upon  the  carriers,  and  in  a  measure  also  upon  munici- 
palities and  other  political  subdivisions  of  the  state.     The  necessity  of  bring- 
ing the  various  conflicting  interests  upon  the  "middle  gn.und"  by  means  of 


General  Survey  ov  the  Problem  61 

argument  and  persuasicm.  tliat  is,  the  necessity  to  compromise,  is  present, 
therefore,  only  if,  in  the  interests  of  the  greatest  good  to  the  greatest  num- 
ber, a  compromise  seems  best. 

However,  a  "disinterested  technical  analysis"  is  necessary  in  any  case. 
The  conclusions  reached  in  this  report  are  the  result  altogether  of  such  dis- 
interested analysis  as  we  iiave  been  able  to  give  to  the  prublem. 

THE  STEAM  RAILROAD  PROBLEM 

The  main  subject  of  this  report  is  the  study  of  the  railroads  in  the  City 
of  Los  Angeles  and  particularly  the  railroads  in  the  industrial  district.  Plans 
have  been  formulated  and  recommendations  have  been  made  in  tlic  main 
with  three  objects  in  view: 

1.  The  elimination  of  grade  crossings, 

2.  The  question  of  the  desirability  and  location  of  a  unicjn   passenger 

station,  and, 

3.  The  possible  improvements  in  the  handling  of  freight. 

These  three  problems  are  interdependent:  the  plans  of  one  item  have 
an  effect  on  the  other  two.  It  is  obvious,  for  instance,  that  the  matter  of 
crossings  is  very  largely  dependent  upon  the  location  of  a  union  passenger 
station.  It  is  necessary,  therefore,  to  determine  first  which  one  of  the  three 
problems  shall  be  considered  as  of  greatest  importance.  It  has  frequently 
appeared  during  the  hearings  in  these  cases  and  subsequently  that  the  estab- 
lishment and  the  location  of  a  union  passenger  station  is  of  paramount  im- 
portance. Even  a  superficial  examination  of  the  factors  involved  will  lead 
to  the  conclusion,  however,  that  this  is  not  the  case.  The  matter  of  first 
importance,  in  our  opinion,  is  the  elimination  of  grade  crossings.  This  is 
true  not  only  because  we  are  dealing  with  the  question  of  danger  to  life  and 
limb  and  property,  but  also  because  the  continued  existence  of  certain  grade 
crossings  in  the  City  of  Los  Angeles  is  one  of  the  main  handicaps  'to  a 
health}-  and  unhindered  development  of  the  city.  The  com])arati\-e  im])or- 
tance  of  the  grade  crossings  can  be  established  from  another  angle : 

.\l)out  2,750,000  people  per  year — approximately  7.500  per  day — are 
now  using  the  depots  of  the  three  steam  railroads  in  Los  Angeles.  ,\  union 
passenger  station  will  probably  accommodate  for  years  to  come  not  in  ex- 
cess of  10,000  people  per  day.  Over  the  various  grade  crossings  adjacent 
to  the  Los  Angeles  Ri\cr  and  between  North  Broadway  and  East  Ninth 
Street  (the  crossings  chiefly  under  consideration  in  this  report)  there  pass 
about  33,000,000  people  per  year — 90,000  per  day.  And  this  number  is 
steadily  increasing  and  will,  within  another  year,  average  at  least  100,000 
per  day.  These  facts,  in  our  opinion,  demonstrate  clearly  the  overshadowing 
importance  of  the  grade  crossing  problem  in  the  City  of  Los  Angeles. 

In  addition  to  the  three  main  factt.rs  affecting  steam  railroads,  as 
enumerated  above,  we  have  considered  only  such  other  steam  railroad  matters 
as  were  clearly  included  in  the  cases  officially  before  the  Commission  (the 
recommendations,  for  instance,  that  were  made  by  the   Commission   in  the 


62  Los  Angeles  Terminal  Investigation 

reports  to  the  Director  General  of  Railroads  on  immediate  unification  pos- 
sibilities) and  in  various  other  applications  awaiting  decision  by  the  Com- 
mission. 

RELATION  OF  ELECTRIC  INTERURBAN  LINES  TO  THE 

PROBLEM 

It  is  an  important  fact  that  the  Pacific  Electric  Railway  in  1917  carried 
about  35.000,000  passengers  in  and  out  of  Los  Angeles^exclusive  of  five- 
cent  fare  passengers— while  on  the  three  steam  roads  combined  the  passen- 
gers numbered  only  2,750,000.  In  other  words,  the  electric  intenirban  pas- 
sengers are  over  thirteen  times  as  numerous  as  the  passengers  on  the  steam 
roads.  There  were,  on  December  31,  1917,  over  1,400  scheduled  passenger 
trains  daily  on  the  Pacific  Electric  in  and  out  of  Los  Angeles,  exclusive  of 
street  or  local  service,  while  on  the  steam  roads  there  were  but  94.  The 
proportion  of  thirteen  to  one,  therefore,  holds  here  also.  The  routes  tra- 
versed by  these  35,000,000  passengers  are  shown  in  Fig.  17  on  page  107. 

The  grade  crossings  within  the  city  on  electric  interurban  lines  also 
exceed  the  crossings  on  steam  roads,  but  an  exact  ratio  is  difticult  to  estab- 
lish because  of  the  relative  importance  of  the  various  crossings.  Recently 
the  City  erected  advance  grade  crossing  warning  signs  in  compliance  with 
a  state  law,  and  there  were  about  as  many  steam  road  crossings  designated 
for  signs  as  there  were  Pacific  Electric  crossings,  the  ratio  being  159  to  163. 
These  figures  give  a  very  good  approximation  of  the  number  of  crossings 
of  Ijolh  kinds  considered  dangerous  by  the  City. 

Electric  interurban  traffic  in  a  city  is  more  dangerous  than  steam  road 
traffic  for  the  main  reason  that  electric  trains  accelerate  much  faster  and,  in 
general,  operate  at  much  greater  speed.  With  these  facts  before  us,  it  is 
necessary  to  take  up  the  question  of  the  elimination  of  grade  crossings  of 
the  electric  interurban  tracks  and  its  relation  to  the  whole  problem. 

It  should  be  stated  at  the  outset  that  from  the  practical  point  of  view, 
all  matters  dealing  with  electric  interurban  service  within  the  City  of  Los 
Angeles  resolve  themselves  first  into  questions  of  jurisdiction.  To  the  ex- 
tent that  the  scope  of  this  report  includes  electric  interurban  service,  we  are 
considering  the  problem  regardless  of  the  power  of  the  Commission  to  en- 
force recommendations  and  from  an  engineering  standpoint  only.  As  mat- 
ters now  stand,  jurisdiction  is  divided  between  the  various  municipalities 
served,  the  County  and  the  Commission.  The  ideal  condition  would  be  to 
have  these  various  jurisdictions  work  together  and  agree  on  the  best  pos- 
sible plan  for  future  electric  railroad  development  and  to  permit  thereafter 
nothing  to  be  done  that  would  seriously  interfere  with  the  ultimate  accom- 
plishment of  the  adopted  plan. 

Such  a  plan,  insofar  as  electric  interurban  traffic  within  the  City  of  Los 
Angeles  is  concerned  should,  in  our  opinion,  take  account  of  the  main  factors 
indicated. 


General  Survey  of  the  Problem  63 

The  so-called  Hill  Street  subway  line  which  was  discussed  at  length 
at  the  hearing  in  these  proceedings,  is  a  case  in  point.  As  long  as  fourteen 
years  ago  the  interests  then  controlling  the  Pacific  Electric  planned  this 
line  as  a  subway  westerly  from  the  present  Pacific  Electric  Hill  Street 
station  to  approximately  X'ermont  Avenue  and  thence  either  on  the  surface 
or  as  an  elevated  line  to  \ineyard. 

This  plan  as  developed  fourteen  years  ago  remains  sound  today.  There 
is  no  doubt  that  construction  of  the  line  and  the  abandonment  of  the  Hill 
Street  station  and  the  Sixteenth  Street  line  for  all  but  street  car  traf^c 
would  result  in  far  better  transportation  to  the  various  beach  towns  and  in 
the  elimination  of  dangerous  crossings.  In  this  connection  see  Fig.  89  on 
page  246. 

A  somewhat  similar  situation  exists  with  regard  to  the  elimination  of 
Pacific  Electric  grade  crossings  between  Los  Angeles  and  Pasadena.  This 
matter  will  be  further  discussed  in  Chapters  IV  and  IX. 

The  general  problem  of  the  elimination  of  grade  crossings  on  Pacific 
Electric  tracks  in  the  City  of  Los  Angeles  resolves  itself  into  the  separation 
of  street  levels  and  railway  levels  not  only  where  the  tracks  cross  the  streets 
but  between  these  points.  This  is  a  problem  of  city  planning  rather  than 
one  to  be  taken  within  the  scope  of  this  report. 


CHAPTER  III. 
OUTLINE 

Historical  Review 

Early  History  of  City 

Growth  of  the  City 

Los  Angeles  Harbor 

Municipal  Railroad 

Steam  Railroads 

Los  Angeles  and  San  Pedro  Railroad  Company 

Southern  Pacific  Company 

Atchison,  Topeka  and  Santa  Fe  Railway  Company 

Los  Angeles  and  Salt  Lake  Railroad  Company 

San  Gabriel  Valley  Rapid  Transit  Railway 

Los  Angeles  and  Glendale  Railroad  Company 

Los  Angeles,  Pasadena  and  Glendale  Railroad  Company 

Los  Angeles  and  Independence  Railroad 

Passenger  Stations  in  Los  Angeles 

Present  Conditions 

Railroad  Entrances 

Southern  Pacific  Routes 
Santa  Fe  Routes 
Salt  Lake  Routes 

Railroad  Mileage  in  Los  Angeles 

Valuation  of  Steam  Railroad  Pro]K'rty  in  Los  Angeles 

Relation  of  the  Business  District  to  the  Topography 


CHAPTER  III 

HISTORY  AN13  DKN'ELOPAH-.NT  OF  CITY  AND  OF  TRANSPORTA- 
TION FACILITIES 

HISTORICAL  REVIEW 
Early  History  of  City 

The  Pueblo  of  Los  Angeles  was  founded  under  the  protection  of  the 
Spanish  Government  on  September  4.  178L  shortly  before  the  original  site 
of  the  city  had  been  laid  out  in  rectangular  shape  (200  feet  by  275  feet)  and, 
according  to  the  records,  was  approximately  a  little  north  and  west  of  that 
area  now  between  Main,  Los  Angeles,  Marchessanlt  and  Plaza  Streets,  and 
comprised  slightly  more  territory  than  is  included  in  the  present  circular 
[)ark  known  as  the  Plaza.  It  was  at  this  location  that  the  Mexican  colonists 
gathered  and  declared  this  to  be  the  Town  of  Our  Lady  the  Queen  of  the 
Angels  ("Pueblo  de  Nuestra  Senora  la  Reina  de  Los  Angeles"). 


Kit;,    a.      THK    I'l.AZA 

This   circular  park    marks    the  center  of  tlie  original   Cit.v   of  Los  Angeles   at   the   time 
of  founding,  in   I7S1.     The  area  of  the  city  was  but  slightly  greater  than  the  present  plaza. 

Los  Angeles  is,  therefore,  one  of  the  oldest  cities  of  the  Pacific  Coast. 
It  w'as  the  lirst  colony  to  be  organized  independently  and  separately  from 
a  Spanish  Mission.  Of  these  there  were  several  and  the  largest  was  at  .San 
Gabriel,  at  that  time  the  sponsor  to  the  entire   Southern   California  region. 

The  population  at  the  time  of  founding  is  ofticially  reported  as  forty- 
four.  Since  then,  the  growth  of  the  city  has  not  been  regular,  but  has 
fluctuated  during  different  i^eriods.  From  the  date  of  the  foundation  to 
the  time  of  incorporation,  in  1851,  very  little  jjrogress  can  be  noted.     .About 


66  Los  Angeles  Terminal   Investigation 

that  time  the  population  increased  considerably  because  of  the  intlu.x  of 
prospectors  into  California  attending  the  discovery  of  gold  and  the  sub- 
sequent excitement.  From  about  1860  to  about  1885,  the  growth  of  the 
town  was  fairly  steady.  In  the  latter  year  the  last  spike  was  driven  in  the 
Cajon  Pass  line  of  the  Santa  Fe.  giving  Los  Angeles  a  direct  and  com- 
peting railway  connection  with  the  East.  (The  Southern  Pacific,  as  will  be 
discussed  later,  had  come  in,  in  1873.)  This  event  has  been  termed  the 
turning  point  of  Los  Angeles  from  the  old  tu  the  modern  city. 

Growth  of  the  City 

With  the  widespread  advertising,  and  special  railroad  rates  offered, 
traffic  developed  and  there  came  a  sudden  flood  of  people  to  this  part  of 
the  Pacific  Coast.  With  this  period  the  remarkable  development  of  Los 
Angeles  and  Southern  California  began.  In  1860  the  population  is  reported 
to  have  been  3700;  in  1870,  5728;  in  1880,  11,090;  in  1S90,  50,395;  in  1900, 
102,479;  in  1910,  310.198,  and  in  1918  it  is  estimated  at  over  600,000.  The 
lio])ulation  of  Los  Angeles  stands  first  in  California,  fifth  in  the  United 
States,  and  about  thirty-fifth  among  the  cities  of  the  world. 

The  actual  growth  in  ]:)opulation  may  be  more  readily  seen  from  the 
chart.  I""ig.  3,  page  67. 

The  greatest  rate  of  increase  in  any  one  decade  was  350  per  cent  and 
occurred  lietween  1880  and  1890  in  the  so-called  "boom  period."  It  has 
been  stated  this  was  caused,  to  a  large  extent,  by  the  opening  of  the  Santa 
Fe  railroad  from  the  East  with  ridiculously  low  rates.  During  the  rate 
war  between  the  Southern  Pacific  and  the  Santa  Fe,  in  1886,  the  fare  from 
Missouri  River  [xiints  to  Los  .\ngeles  reached  as  low  as  one  dollar. 


POPULATION  LOS  ANGELES   1850-1917 


POPULATION  1900-1917  FROM 
ANNUAL  REPORT  OF  BOARD  OF 
PUBLIC  UTIUTIES  LOS  AN6ELES 
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GROWTH    OF  LOS  ANGELES 
POPULATION  &  AREA 


CASE  970  ET  SEQ 
JUNE  1918   N?  10-2 


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The  unner  diairram  shows  the  growth  in  population  troni  ISSO  to  the  present  time;  the  middle  diagram 
shows  the  growth  in  area  in  the  same  period:  and  the  lower  one  shows  corresponding  changes  in  average 
density  of  population.  The  drop  in  average  densit.v  in  1915  is  due  to  the  annexation  of  the  .san  I- ernando 
Valley  at  that  time. 


68  I-ns  AxGELE-S  Tf.rmixal   Investigation 

A  chart,  showing  tlie  territorial  growth  of  Los  Angeles  from  1850  to 
the  present  time,  is  also  shown  in  Fig.  5.  In  1851,  when  the  city  was 
incorporated,  the  total  area  was  28.01  square  miles.  During  the  next  fifty- 
five  years  the  increase  in  area  amounted  to  only  1.20  square  miles.  From 
lOQo'to  1910  the  area  increased  133%  and  from  1910  to  1918,  261%.  This 
last  rate  of  increase  was  caused  principally  by  the  annexation  of  the  San 
Fernando  \'alley.  This  annexation  was  made  in  order  to  irrigate  this  valley 
with  water  from  the  newly  completed  municipal  aqueduct,  the  law  providing 
that  such  water  could  not  be  sold  outside  the  city. 

The  third  graphic  chart  embraced  in  Fig.  3  shows  the  population 
per  square  mile  of  area  and  the  corresponding  changes  in  the  density  of 
population.  This  curve  reflects  the  effect  of  the  acquisition  by  the  city  of 
largely  sparsel}'  po])ulated  areas,  nevertheless  the  population  of  the  city  is  con- 
stanth-  growing.  With  two  or  three  exceptions,  the  territories  consolidating 
with,  or  annexing  themselves  to,  the  City  of  Los  Angeles  have  been  large 
in  area,  but  small  in  population.  The  San  Fernando  District  or  Valley  is 
an  agricultural  district  and  embraces  approximately  170  square  miles,  with 
but  5000  or  6000  people. 

'I  he  economic  factors  controlling  the  growth  and  prosperitv  of  any 
community  are  directly  reflected  in  such  statistics  as  banking,  building  per- 
mits, and  post  office  business.  In  the  chart.  Fig.  4,  these  statistics,  for 
the  years  1890  to  1918,  together  with  curves  for  population  and  area,  are 
shown  as  an  indication  of  this  growth  in  Los  Angeles. 

■  Fig.  5  shows  the  present  shape  and  boundaries  of  the  City  of  Los 
Angeles.  The  original  townsite  or  city,  as  incorporated  in  1851,  and  con- 
sisting of  17,924  acres  or  28.01  square  miles,  is  shown  in  black.  The  sub- 
sequent annexations  are  shown  in  decades  by  color,  as  explained  on  the 
drawing.  The  total  length  of  the  city,  from  the  northern  limits  of  the  so- 
called  San  Fernando  district  to  the  most  southerly  point  at  San  Pedro,  is 
now  approximately  45  miles.  The  present  area  is  approximately  365  square 
miles.  With  this  area,  Los  Angeles  is  the  largest  city,  in  point  of  territory, 
in  the  United  States. 

An  idea  of  the  distribution  of  the  population  may  be  obtained  from 
Fig.  6. 


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TERRITORIAL  GROWTH 

OF  THE 
CITY  OF  LOS  ANGELES 


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FIG.   .'.      TKKHITOHI  VI,    fJHOWTH    OK    I.OS   ANtJKI.KS 

Except  for  the  first  annexatlnn,   the  periixls  of  growth  arc  liy  dccacies.      In  order   that    i  he  density  of  popiiiatiim  shall 
Viecp  pace  with   the  territorial   growtli,  adcpii.t.    iMi.id   transit   facilities  are  of  jirinie  importance. 


DISTRIBUTION    AND   DENSITY 

OF  POPULATION 

LOS  ANGELES 

1917 

SCALE 


LEGEND 

^        CENTER  O*"  POPULATION. M'O-C'WlES  nsOMCEXTP 

Of  PoeUL>TiON 
•         EACH  OOT  REf^CSEMTS  lOOO  RESiOFMT  00<^OTiON 

_..— .  ATCMISOK    TDPEK*   *NP  S*>JT4   rt  RAILWA> 
USAXeCLC?  W.0  5*(.''  I>«f  «*'1J>0*.'> 


rallfornia  Uallrcad  Comml&sicn  En  gi  nee  ring  Dept, 

FIG.    «.       DISTItlBlTION     OF    POPl  LATIOX     I\     I«17 

Each    dot    represents   1000    resident   population.      The   star   marks   the   point   where  a   norlli   and   south   and   an   east 
and  west  line  divides  the  population   into   two   equal  parts.      This   map   is   based    upon   the   registration  of  voters. 


72  I.os  Angei.es  Terxiixai.   I.n'vestigation 

l--.ach  clot  on  this  chart  represents  1000  inhabitants,  with  the  center  of 
population  shown  by  the  star,  at  approximately  Eleventh  and  Georgia 
Streets.  About  1'>11  this  center  was  at  Sixth  and  Main  Streets.  The  star 
is  located  at  the  intersection  of  north  and  south  and  east  and  west  hues 
equally  dividing  the  resident  population. 

The  first  inhabitants  located  within  the  original  plaza  site  but,  as  the 
town  grew,  the  residential  district  was  developed  to  the  north  and  south 
of  the  Plaza,  and  occupied  the  area  along  Main,  Spring,  and  Broadway 
(formerly  Fort  Street),  as  far  south  as  Sixth  and  Seventh.  From  this 
district,  the  tendency  seems  to  have  been  to  the  west  and  the  south. 

Along  with  the  growth  and  increase  in  population,  there  were  economic, 
industrial  and  manufacturing  developments  in  the  city  and  great  agricultural 
growth  and  developments  in  the  surrounding  country. 

U])  to  about  1880  the  business  of  the  city  had  been  practically  confined 
to  the  immediate  vicinity  of  the  old  Plaza;  then  a  few  small  business 
buildings  were  built  south  of  First  Street:  and,  ten  years  later,  the  center 
of  the  business  district  shifted  from  around  the  old  Mission  Church  at 
the  Plaza  to  First  Street.  Up  to  this  time  the  predominating  population 
lived  north  of  the  Plaza:  but,  as  the  number  of  inhabitants  increased,  the 
trend  seemed  to  be  westward.  This  movement  also  caused  the  shifting  of 
the  city's  business  center,  which  moved  south  from  First  Street  to  between 
Third  and  Fourth  Streets  on  Broadway,  Spring  and  Main  Streets,  where 
it  seemed  to  hold  for  several  years.  Then,  within  the  last  few  years,  it 
has  evidently  been  moving  toward  Seventh  Street,  west  of  Broadway  and 
Hill  Streets,  which,  thirty  years  ago,  was  the  southern  outskirts  of  the 
town,  but  which  is  now  the  acknowledged  future  business  center.  Thus, 
it  will  be  seen  that  the  modern  Los  Angeles  has  far  outgrown,  in  every 
respect,  the  city  before  the  "boom."  It  may  be  of  interest  here  to  note  the 
time  c)f  the  beginning  in  Los  Angeles  of  a  few  of  the  modern  conveniences. 
In  18.^0  the  first  United  States  census  was  taken  and.  in  the  same  year, 
before  the  city  was  incori)orated,  the  first  jiost  office  was  opened  for  busi- 
ness on  .April  9th.  On  July  1st.  1830,  the  first  election  w^as  held.  In  1853 
the  Wells-Fargo  Express  Company  came  in.  It  was  not  until  October  8. 
1860,  however,  that  the  first  telegraph  line  was  in  operation  between  Los 
Angeles  and  San  Francisco.  The  first  locomotive  operated  in  Los  Angeles 
was  shipped  in  by  water  in  1869.  Street  railway  companies  began  the  opera- 
tion of  horse  or  mule  cars  on  the  streets  of  Los  Angeles  in  1872.  In  1873  the 
lirst  bridges  were  built  acro.ss  the  Los  Angeles  River  at  Downey  Avenue.  now- 
North  Broadway,  and  .\liso  Street.  In  1874  the  first  cable  street  railroad 
was  built  and  known  as  the  Sixth  and  Main  Streets  line.  On  December 
31.  1882.  the  city  celebrated  the  occasion  of  the  first  electric  street  lights. 
In  the  same  year  the  teleidicme  was  introduced.  Street  paving  was  started 
in  Los  Angeles  in  1887,  when  Main.  Spring  and  Broadway  were  paved. 
Oil,    which    has   been   one   of   Cnlifoinia'-;   greatest    products,   was   first   pro- 


History  and  Development  73 

diiced  in  Los  Angeles  in  1892,  from  a  well  dug  by  hand.    The  first  shipment 
of  oranges  was  made  in  1877. 

In  due  time  Los  Angeles  decided  that  the  city  must  be  expanded  to 
reach  the  coast.  Accordingly,  an  annexation  act  was  passed  creating  a 
"pan-handle"  or  "shoe  string"  reaching  to  and  including  San  Pedro,  which 
is  now  a  portion  of  the  corporation  of  Los  Angeles.  The  city  also  began 
to  reach  out  in  other  directions  until,  today,  it  has  an  area  of  api)rn\imately 
365  square  miles. 

The  Aqueduct,  to  which  the  present  size  of  the  city  is  largely  due  and 
of  which  Los  Angeles  is  rightfully  proud,  was  made  possible  by  the  is- 
suance, in  1907.  of  a  $25,000,000  bond  issue.  Actual  construction  began  in 
1908  and,  in  1913,  the  waters  of  the  Owens  River  were  brought  across  250 
miles  of  desert  to  the  City  of  Los  Angeles  at  a  total  cost  of  $24,650,000.00. 
In  addition  to  providing  .some  184,000,000  gallons,  daily,  of  available  water, 
the  city  is  now  building  power  plants  at  various  points  along  the  Aqueduct, 
and  expects  to  develop  electricity  to  the  amount  185,000  horse  power  with 
plants  already  installed  and  to  be  installed. 

Los  Angeles  Harbor 

From  1871  to  1897  the  (piestion  of  constructing  a  breakwater  at  San 
Pedro  was  agitated,  and  for  years  there  was  a  conflict  between  the  railroads 
and  certain  factions  of  the  citizens  of  Los  Angeles  to  determine  and  secure 
from  the  government  an  appropriation  for  the  construction  of  a  harbor 
at  either  San  Pedro  or  Santa  Monica. 

This  contest,  usually  termed  the  "Los  Angeles  Harbor  Fight,"  is  a 
well  known  story  in  and  around  Los  Angeles  and  will  not  be  dealt  with,  in 
detail,  in  this  report.  The  principal  point  is  that  the  matter  was  one  of 
railroad  rivalry  priniaril\  ;  the  Santa  Fe  (or  its  predecessor)  developing 
a  wharf  at  Redondo  to  compete  with  San  Pedro,  and  the  Southern  Pacific 
Company,  to  checkmate  this,  extended  its  Santa  Monica  line  three  miles 
up  the  coast  to  Los  Angeles  and  there  building  a  wharf  nearly  a  mile  in 
length.  Later,  when  the  Southern  Pacific  Company  transferred  its  ])lans 
from  further  extension  of  Santa  Monica  and  Port  Los  Angeles  to  extensive 
improvements  at  San  Pedro,  the  former  wharves  became  practically  aban- 
doned. Not  long  after  the  transfer  of  the  Southern  Pacific  interest,  the 
government  rendered  its  final  decision  in  favor  of  San  Pedro  and,  in  1897, 
the  United  States  army  engineers  located  Los  Angeles  Harbor.  The 
present  breakwater,  11.152  feet  in  length,  was  then  built  at  a  cost  of 
$3,108,300.00.  The  construction  of  this  breakwater  marks  the  beginning  of 
Los  Angeles  Harbor  as  a  deep  water  port. 

The  first  railroad  facilities  built  on  the  old  waterfront  are  shown  in  the 
following  picture : 


74 


l.ds   Anc.ki.ks   Tf.rmixai.    Ix\  t-Sticatiox 


FK;.   7.      TERMINIS   OF   LOS    ANGKLES   AND   SAN    PKUKO   R.    H.    AT    WILMINGTOKT 

This  picture   was   taken   al)out   1S69. 

In  1906.  the  City  of  Los  Angeles  acquired  a  strij)  of  land  extending 
southerly  from  the  then  city  limits  to  the  northern  boundaries  of  Wilming- 
ton and  known  as  the  "shoe-string"  addition.  Three  years  later,  in  1909, 
San  Pedro  and  Wilmington  became  a  part  of  the  City  of  Los  Angeles. 

Municipal  Railroad 

Shortly  after  the  acquisition  of  this  new  territory  along  the  water- 
front, including  Los  Angeles  Harbor,  the  city  ofificials  believed  it  to  be  to 
the  best  interests  of  the  city  to  preserve  to  the  people  their  rights  to  deep 
water  frontage  and  to  provide  a  means  of  access  between  the  city  and  deep 
water  for  any  transcontinental  railroad  which  might  build  to  Los  Angeles. 
Accordingly,  a  plan  was  approved,  and  the  road  was  to  be  known  as  the 
Municipal    Railroad. 

Shortly  after  a  railway  right  of  way  from  Los  Angeles  south  to  \\'ilming- 
ton  and  San  Pedro  was  secured,  through  donations  to  the  city,  with  no 
financial  outlay  whatever.  These  donations  were  obtained  with  the  under- 
standing that  a  railroad  was  to  be  constructed  and,  in  many  cases,  the  agree- 
ments called  for  the  creation,  by  the  city,  of  waiting  stations,  freight  plat- 
forms, or  the  construction  of  a  boulevard  alongside  the  right  of  way,  and 
also  numerous  other  considerations.  Later,  when  the  building  of  the  road 
did  not  materialize,  the  parties  donating  land  demanded  some  action  by 
the  city,  or  the  return  of  the  land  donated  for  railroad  purposes.     As  fast 


History  and  Dknki.opment  75 

as   such   ap|)iicati(iiis   arc   made,   the   city,   withe  ml   any   i^hjectinns   whatever, 
is  relinquishing-  all  claims. 

The  only  constructive  work  clone  by  the  City  on  the  Municipal  Rail- 
road consisted  of  a  double  three-rail  electric  track  from  Aliso  Street  to 
Ninth  Street  on  San  Pedro  Street:  fur  this  the  City  paid  the  following: 

Pacific   Electric  Railway   (paid  l)y   Harl>or  bonds) $246,575.00 

Engineers'  fees 1,032.98 

Installing  intakes    327.00 

Repaying    street    421.00 

Total  e.xpended    $248,355.98 

The  total  appropriation  by  the  City  amounted  to  $2.^0.575.00.  After 
the  completion  of  the  track,  it  was  leased  to  the  Pacific  TClectric  Railway 
Company  for  the  consideration  of  the  interest  on  the  bonds,  which  amounts 
to  $11,376.00  annually,  or  4j/'>'  of  the  total  expenditure.  If,  at  any  time, 
the  City  terminates  the  lease,  the  Pacific  Electric  Railway  Company  is  to 
automatically  receive  the  franchise  for  a  track  on  Ix)S  Angeles  Street.  The 
franchise  covering  this  was  allowed  by  Ordinance  No.  26,874  (N.  S.)  Cit)- 
Book  4.  page  668. 

The  Los  Angeles  Railway  has  also  obtained  a  franchise  for  the  operation 
of  ears  over  that  portion  of  the  inunicipal  tracks  between  Ninth  and  Fourth 
Streets.  Several  years  ago  the  City  attacked  the  right  of  the  Los  Angeles 
Railway  to  operate  on  San  Pedro  Street  and  the  case  was  carried  through 
the  Supreme  Court,  proving  some  of  the  Los  -\ngcles  Railway  franchises 
void  and  others  \alid. 

Steam  Railroads 

In  the  following  short  history  no  attempt  is  made  to  go  into  details. 
such  as  the  corporate  names  or  entities  under  which  various  sections  of 
railroads  and  improvements  were  constructed  or  operated:  the  reorganiza- 
tions that  almost  all  roads  underwent  during  their  life:  the  changes  in 
motive  power  and  franchises,  and  other  such  matters.  In  all  cases  the  matter 
has  been  considered  in  a  general  way,  and  with  special  attention  to  the 
more  important  developments.  To  attempt  to  list  the  names  of  all  small 
companies  which  were  organized,  in  most  eases  by  the  larger  companies 
merely  tu  build  a  certain  section,  small  or  large,  of  a  particular  road,  and 
which,  after  completion,  were  absorbed  by  the  o])erating  company,  would 
necessitate  a  great  amount  of  searching  of  records  and  wotdd  not  assist 
in  any  way  our  study  of  the  case.  This  is  intended  to  l)e  merely  a  sketch  of 
the  railroad  development  of  Los  Angeles  and  its  surrounding  territor}'.  'I'he 
subject  matter  is  taken  from  various  publications  dealing  with  the  history  of 
Southern  California  and  Los  Angeles,  and  from  information  furnished  by  old 
residents  of  the  City.  The  accuracy  of  our  statements  is.  therefore,  limited  to 
the  accuracy  of  these  historians. 

There  is  no  doubt  in  anyone's  mind  that  progress  and  prosperity  any- 
where is  dependent  upon  transportation  to  a  greater  extent  than  upon  any 


76  Los  Angeles  Terminal  Investigation 

other  single  factor.  In  the  United  States  especially,  as  indeed  in  every 
"new  country."  the  railroads  have  played  a  most  important  part  in  the 
growth  of  wealth,  the  increase  of  material  comfort,  and  the  spread  of  in- 
formation and  knowledge.  While  this  is  true  of  the  country,  as  a  whole,  it  is 
even  more  startlingly  true  in  the  later  development  of  the  Pacic  Coast  and 
of  the  State  of  California. 

Los  Angeles  is  now  the  first  city  in  point  of  population  in  this  State, 
and  it  is  apparent  that  the  railroad  history  of  this  city  is  intimately  bound 
up  with  the  jirogress  of  railroading  in  the  entire  State.  A  short  review 
of  that  progress,  in  so  far  as  it  may  be  of  interest  in  connection  with  this 
report,  will,  therefore,  be  in  order.  There  are  in  California  today  ^7  steam  rail- 
roads, with  a  grand  total  of  12.000  miles  of  track,  of  which  8000  are  main  line. 
The  first  railroad  in  the  State,  and  in  fact  on  the  Pacific  Coast,  was  completed 
in  18.^.T  between  Sacramento  and  F'olsom,  a  distance  of  21  miles.  The  second 
was  i)uilt  in  ( )aklan(l  in  18fi2,  4  miles  long  and  to  facilitate  the  transljay  traffic, 
then  in  a  crude  and  undeveloped  condition.  The  third  was  between  San  Fran- 
cisco and  Alenlo  Park,  built  in  1863  and  extended  early  the  next  year  to  San 
Jose.  The  ne.xt  railway  achievement  of  importance  was  the  construction 
of  the  Central  Pacific  from  Sacramento  to  Ogden,  commenced  in  January, 
1863,  and  completed  in  May,  1869.  During  1869  the  Western  Pacific  Com- 
pany was  constructing  a  line  between  San  Jose  and  Sacramento  which 
was  completed  and  merged  with  the  Central  Pacific  in  1870.  Soon  after 
the  Alameda  and  Oakland  road,  which  meanwhile  had  crept  along  to  Hay- 
wards,  was  purchased  by  the  Central  Pacific  and  extended  to  Niles.  This 
completed  the  first  great  all-rail  transcontinental  system,  with  California 
as  its  western  terminus. 

Following  this,  railroads  were  built  from  San  Francisco  into  the  San 
Joaquin  Valley  and  into  the  Salinas  Valley,  along  the  Coast.  The  high 
mountain  ranges  which  separate  Southern  California  from  the  central  or 
San  Joaquin  Valley  w^ere  encountered  and  surmounted,  and  with  a  tunnel 
6966  feet  in  length  the  railroad  from  San  Francisco  to  Los  Angeles  was 
completed. 

The  constructinn  in  1877  of  what  is  now  known  as  the  "Sunset  Route,'" 
extending  from  Los  Angeles  to  Yuma,  and  a  few  years  later  through  the 
southern  border  territory  to  New  Orleans,  gave  California  another  trans- 
contmental  route. 

The  railroads  of  next  importance,  whose  operations  were  confined  en- 
tirely to  the  southern  part  of  the  State,  were  the  Atlantic  and  Pacific  and 
the  Southern  California,  in  effect  the  Pacific  ends  of  the  Santa  Fe.  That 
portion  of  the  Atlantic  and  Pacific  route  between  Mojave  and  The  Needles 
was  originally  constructed  by  the  Southern  Pacific  Company  in  1882-83 
and  transferred  in  1884  to  the  Santa  Fe.  the  present  owner.  '  At  Needles 
It  joined  the  main  portion  of  the  line,  then  nearly  completed  between  that 
point  and  Albuquerque,  adding  a  second  transcontinental  line  to  Southern 
California.     Su!)sequently   branches   have   been   constructed    into   all    of   the 


History  and  Development  77 

important  territory  to  the  south  ami  a  great  deal  of  enterprise  displayed 
in  tlie  development  of  the  country. 

In  1895  a  second  railway  was  started  from  San  Francisco  to  Los  An- 
geles, practically  paralleling  the  Valley  line  of  the  Southern  Pacific  Com- 
pany; and  in  1900  it  had  been  completed  and  sold  to  the  Santa  Fe,  which 
company  has  operated  it  ever  since. 

A  third  railroad  which  may  be  called  a  transcontinental  line  is  the 
present  Los  Angeles  and  Salt  Lake  Railroad,  formerly  known  as  the  San 
Pedro,  Los  Angeles  and  Salt  Lake  Railroad.  This  road  has  its  western 
terminus  at  Los  Angeles  Harbor  and  its  eastern  terminus  at  Salt  Lake 
City  where  connections  with  the  Union  Pacific  are  maintained.  Though 
several  schemes  for  such  a  road  had  been  promoted  and  failed,  the  San 
Pedro  Company,  together  with  the  Los  Angeles  Terminal  Company  which 
had  already  built  from  Los  .\ngeles  City  to  San  Pedro  or  Los  Angeles 
Harbor,  finally,  in   1903,  completed  its  line  to  .Salt  Lake  City. 

The  impetus  to  jjrogress  given  by  railroad  construction  in  the  southern 
part  of  California  seems  almost  without  an  equal  in  the  history  of  the 
nation.  Within  a  com])aratively  short  space  of  time  Los  Angeles  had  bmken 
all  records  of  growth.  From  a  sleepy,  indolent  town  of  12,000  inhabitants, 
few  attractive  features,  and  no  evidence  whatever  of  advancement,  it  has 
swelled  to  a  metropolis  of  600,000,  and  the  railroad  is  the  chief  cause  of  the 
metamorphosis. 

Loi  Angeles  and  San  Pedro  Railroad  Company 

The-  Los  Angeles  and  San  Pedro  Railroad  was  the  first  railroad  to  be 
constructed  in  Los  Angeles  County  or  Southern  California.  Previous  to 
the  time  when  railroads  began  serving  Los  Angeles,  the  connecting  link 
between  Los  Angeles  and  the  outside  world  was  the  port  or  roadstead  of 
San  Pedro.  All  freight,  with  little  exception,  was  transported  that  way. 
and.  by  the  year  1869,  business  had  grown  to  such  proportions  that  a  railroad 
from  the  port  to  the  City  was  completed. 

This  road  was  first  agitated  in  1860.  At  that  time  nmney  for  railroad 
projects  was  hard  to  raise,  and  an  appeal  was  made  to  the  State.  An  en- 
actment was  passed  by  the  legislature  allowing  counties  and  cities  within 
the  State  of  California  the  power  to  bond  themselves  and  to  loan  the  pro- 
ceeds of  the  bonds  as  subsidies  to  railroads.  The  public,  however,  was 
more  or  less  skeptical  of  the  success  of  a  railroad  and  consequently  it  was 
not  until  eight  years  later  (1868)  that  the  City  and  County  approved  the 
issuance  of  the  bonds.  By  these  bonds  the  County  and  City  made  avail- 
able $22.5,000,  $150,000  and  $75,000,  respectively,  which  made  possible  the 
building  of  the  first  railroad  into  Los  Angeles. 

It  is  a  noteworthy  fact,  therefore,  that  the  first  railroad  in  Los  Angeles 
was  built  with  public  and  not  alone  with  private  funds. 

On  September  19,  1868.  construction  was  started  at  Wilmington.  By 
June,  1869,  six  miles  of  the  road  was  completed.     By  August  1st,  the  road 


78  Los  Angeles  Tekminai.   Ixvestigatiox 

iKicl  been  l)iiilt  to  within  4  miles  t.i  1-os  Angeles  or  to  about  where  the  City 
of  Compton  is  now  located.  Ry  October  the  construction  of  eighteen  miles 
was  completed  and  the  road  brought  well  within  the  limits  of  the  present 
city,  but  "far  from  town"  as  it  appeared  in  1869  and  1870.  On  October 
26,  186't.  the  road  was  opened  to  the  public  although  the  regular  schedule 
was  not  ])Ut  into  effect  until  No\cniber  1st. 

The  road  into  the  City  was  built  along  what  was  then  called  the  "Lane" 
(which  in  reality  was  an  extension  of  Alameda  Street)  to  its  terminus  at 
Alameda  Street  and  what  is  now  Commercial  Street,  where  a  depot  and 
turntable,  as  shown  below,  had  been  constructed.  Later  this  road  was  ac- 
quired bv  the  Southern  Pacific  Company  and  is  operated  as  its  San  Pedro 
Branch. 


FHi,  s.     KiusT  i,<»s   \\<;ki,e:s  raii.isom)  station 

This   station    was   l)uilt   in    1S69   by   tlie  L.os   Angeles  and   San    Pedro    Railroad   at   Com- 
mercial and  Alameda  Streets. 

In  1870  the  Los  Angeles  and  San  Pedro  Railroad  Comi)any  extended 
its  line  from  Wilmington  to  Tiinms  Landing,  at  San  Pedro.  This  was  the 
real  beginning  of  the  city  and  the  harbor  of  San  Pedro. 

Southern  Pacific  Company 

The  completion  of  the  llrst  continental  railroad  to  San  Francisco  in 
1869  gave  an  impetus  to  railmad  i)uil(liiig  in  Califi irnia.  To  encourage  rail- 
road construction  throughout  the  State,  the  legislature  in  1870  enacted  a 
law  authorizing  any  county  to  bond  itself  to  five  per  cent  of  the  assessed 


History  and  Dk\i:i.opment  79 

value  of  all  property  in  the  county  for  the  purpose  of  assisting  railroads. 
Previous  to  this,  the  legislature  had,  in  1863.  granted  Los  Angeles  County 
and  the  City  of  Los  Angeles  permission  to  issue  bonds  as  a  subsidy  to  the 
Los  Angeles  and  San  Pedro  Railroad  Company. 

About  1870  the  Texas  Pacific  Railroad  was  building  a  mad  across 
Texas  and  had  pmjccted  a  line  through  California  fmm  Vuma  tn  San  Diego. 
This  company  had  also  proposed  and  offered  to  build  a  line  extending  along 
the  coast  to  Los  Angeles,  providing  suitable  inducements  or  bonus  were 
given  by  Los  Angeles  County  and  Los  Angeles  City. 

The  Southern  Pacific,  about  this  time,  was  building  southward  from 
Lathrop.  through  the  San  Joaquin  \'alley.  and  over  the  Tehachapi  Moun- 
tains to  Mojave.  From  this  latter  point,  two  separate  surveys  had  been 
made  to  the  Colorado  River :  one  by  way  of  Soledad  Pass,  via  Los  An- 
geles, through  costly  tunnels  and  over  heavy  grades:  the  ipther  directly 
eastward  to  Needles,  over  an  almost  level  plain  and  desert. 

Rumors  that  the  latter  route  would  be  chosen  and  Los  Angeles  side- 
tracked unless  inducements  were  oiYered  resulted  in  a  committee  being  sent 
from  Los  Angeles  in  1872  to  San  Francisco  to  confer  with  the  Southern 
Pacific  Company.  Maps  presented  at  this  conference  showed  how  the 
railroad  could  enter  the  city.  \\'hen  the  road  was  finiilly  built,  it  followed 
the  lines  indicated  by  those  maps. 

At  the  conference  in  San  Francisco,  the  Southern  Pacific  Company 
oiifered  to  build  fifty  miles  of  its  main  trunk  line  through  the  County  of 
Los  Angeles  and  the  City  of  Los  Angeles,  leading  from  San  Francisco  to 
Yuma,  where  connections  were  to  be  made  with  the  Te.xas  Pacific.  Twenty- 
five  miles  of  this  fifty  miles  of  road  were  to  be  built  north  of  the  City  and 
a  similar  amount  eastward.  In  consideration  of  this,  the  company  de- 
manded a  bonus  of  59(  of  the  assessed  valuation  of  all  land  and  improve- 
ments in  the  count}':  sixty  acres  of  land,  ten  acres  suitable  for  a  depot  arid 
liity  acres  for  shops  at  advantageous  locations  within  the  City,  with  the 
necessary  rights  of  way  for  the  main  trunk  lines.  In  addition,  the  coni])any 
demanded  the  entire  stock  owned  by  the  City  in  the  Los  .\ngeles  and  San 
Pedro  Railroad  Company. 

According  to  the  ordinance  adopted  in  May,  1872,  through  which  this 
matter  was  submitted  to  the  vote  of  the  people,  the  bonus  to  the  railroad 
company  was  as  follows:  ^'/,  of  the  assessed  valuation  of  taxable  property, 
which,  in  1872,  was  $10,550,000,  making  a  total  of  $527,000.  $15,000  of  this 
sum  was  to  be  paid  by  transfer  of  the  capital  stock  held  by  Los  Angeles 
County  in  the  Los  Angeles  and  San  Pedro  Railroad  and  $377,000  in  7% 
twenty  year  bonds.  In  addition,  the  City  granted  the  lands  and  rights  of 
wav,  as  also  the  San  Pedro  Railroad  stock  as  demanded  by  the  Southern 
Pacific  Company. 

There  then  ensued  a  three-cornered  fight  between  those  who  favored 
the   Southern   Pacific   Company,  those   who   favored  the  Texas   Pacific,  and 


so  Los  Angeles  Terminal  Investigation 

those  who  were  opposed  to  the  expeiuliture  of  public  money  as  a  railroail 
bonus. 

At  this  time,  a  committee  from  Anaheim,  representing  the  south- 
eastern portion  of  the  County,  which  would  receive  little  benefit  from  the 
railroad  if  constructed  as  indicated  above,  entered  the  discussion  and  to 
satisfy  them  and  gain  their  vote  the  Southern  Pacific  Company  offered  to 
build,  within  two  years,  a  branch  road  from  Los  Angeles  City  to  Anaheim. 
This  branch  was  constructed  and  the  first  train  ran  from  Los  Angeles 
to  Anaheim  on  January  14,  1875. 

The  contest  between  the  two  railroad  propositions  was  quite  bitter 
and  at  the  election  held  on  November  5,  1872,  the  Southern  Pacific  won 
by  a  large  majority. 

The  total  donations  to  the  Southern  Pacific  Company,  exclusive  of  land 
and  rights  of  way,  amounted  to  $()02.000.  A  number  of  citizens  raised  by 
subscription  $75,000  and  purchased  a  tract  of  land,  consisting  of  fifteen 
acres,  which  was  presented  to  the  Southern  Pacific  Company  for  a  passenger 
and  freight  depot.  This  was  the  southern  portion  of  what  was  the  River 
Station  grounds  and  at  present  is  part  of  the  freight  yards  along  North 
Spring  Street.  There  was  also  deeded  as  a  gift  to  the  company  fifty  acres 
of  land  lying  east  of  the  Los  Angeles  River,  to  be  utilized  as  shop  yards, 
but  the  railroad,  failing  to  comply  with  the  conditions  of  the  grant,  the 
land  reverted  to  the  grantor.  It  was  then  donated  to  the  City  for  a  park 
and  is  now  known  as  Eastlake  Park. 

The  Southern  Pacific  Company  immediately  started  construction  from 
the  City  north  to  meet  the  so-called  Valley  line,  and  four  years  later,  on 
September  6,  1876,  when  the  work  of  building  through  the  mountains  and 
the  Newhall  tunnel,  6966  feet  in  length,  had  been  completed,  the  first  trans- 
continental railroad  was  connected  with  the  City  of  Los  Angeles.  The  first 
train  was  operated  through  the  tunnel   in  June,   1876. 

A  line  along  what  is  now  Alhambra  Avenue  was  started  in  1873-4,  and 
by  April,  1877,  it  had  reached  the  Colorado  River  at  Yuma.  This  line  was 
continued  to  El  Paso  and  completed  in  1881.  At  El  Paso  it  made  connections 
with  other  eastern  roads.     Trains  over  this  route  began  operation  in   1883. 

In  ordinances  and  resolutions  contained  in  the  Revised  Charter  April 
1.  1876,  we  find  the  following: 

"Seplember  6,  1872,  Southern  Pacific  Railroad  Company  granted  right 
of  way  for  tracks  along  Alameda  Street.  City  reserves  the  right  to  cross 
same  with  new  streets  or  pass  imder  the  railroad  tracks  such  canals,  ditches, 
etc..  as  it  may  desire. 

"September  6,  1872,  Southern  Pacific  Railroad  Company  is  granted  right 
of  way  on  Alameda  Street,  tracks  to  be  located  in  center  of  street,  residue 
of  street  to  be  used  for  vehicles,  etc.,  crossings  to  be  kept  in  repair. 

"July  26,    1873,   Southern   Pacific   Railroad   Company   is  granted   right   of 
way  over  San  Fernando  and  Mission  and  Alameda  Streets." 
After  the  completion  of  the  Southern   Pacific   Company's   line  through 
from  San   Francisco,  the  Company  took  over,  as  per  agreement,  the  prop- 


History  and  Development  81 

erties  of  the  Los  Angeles  and  San  Pedro  Railroad  Company,  and.  having 
made  connections  with  their  track  on  Alameda  Street,  operated  trains  to 
and  from  San  Pedro.  In  the  first  year  or  two  the  Southern  Pacific  Com 
pany  built  repair  shops  near  the  newly  acquired  station  of  the  Los  Angeles 
and  San  Pedro  Railroad,  where,  until  the  other  shops  were  constructed  at 
the  present  location,  all  the  locomotive  work  was  done. 

In  1873  the  branch  line  from  Los  Angeles  to  Anaheim  was  started  as 
per  agreement  made  at  the  time  the  City  and  County  donated  rights  of 
way.  land  and  money  tn  the  Southern  Pacific  Company.  The  construction 
of  this  line  consumed  ])ractically  two  years,  and  the  first  passenger  train 
from   the   City  of   Los  Angeles   to  Anaheim   was   run   on  January    14.   1875. 

In  July,  1877,  the  holdings  of  the  Los  Angeles  and  Independence  Rail- 
road Company  were  purchased  by  the  Southern  Pacific  Railroad  Company. 
A  few  months  later,  after  the  City  had  granted  a  right  of  way  over  the 
Southern  Pacific  Railroad  Company's  land  on  September  27,  1877,  the  road 
was  extended  to  First  and  Alameda,  where  connections  were  made  with 
the  Southern  Pacific  Company's  main  line  and  trains  were  run  to  the  old 
station  of  the  Los  Angeles  and  San  Pedro  Railroad.  A  line  was  also  con- 
structed from  Sixteenth  and  San  Pedro  to  a  connection  with  the  Alameda 
Street  line.  Later,  about  1892  or  1893,  this  line  was  removed  and  a  con- 
nection made  with  the  tracks  at  what  is  now  Clement  Junction. 

After  acquiring  the  Los  Angeles  and  Independence  Railroad,  the  South- 
ern Pacific  Company  proceeded  to  remove  the  wharf  at  Santa  Monica  since 
it  interfered  with  business  at  San  Pedro,  which  threatened  competition  was 
in  reality  the  cause  of  the  purchase  of  the  road. 

The  opening  of  the  "Coast  Line"  by  the  Southern  Pacific  progressed 
very  slowly.  By  1887  the  road  was  constructed  to  Santa  Barbara,  but  not 
until  1901  was  the  road  finally  completed,  and  on  March  31st  of  that  year 
the  first  train  passed  over  the  entire  length  from  San  Francisco  to  Los 
Angeles. 

After  the  Southern  Pacific  had  built  a  connection  from  the  so-called 
Santa  Monica  branch  at  Sixteenth  and  San  Pedro  to  Alameda  Street  at 
about  Fifteenth  Street,  that  portion  of  the  old  Los  Angeles  and  Independ- 
ence Railroad  from  Sixteenth  along  San  Pedro  to  Fifth  and  thence  north- 
easterly to  First  and  Alameda  was  removed.  This  was  done  in  about 
1889. 

By  the  acquisition  of  the  San  Gabriel  Valley  Rapid  Transit  Company 
by  the  Southern  Pacific  Company  in  1894.  the  latter  company  secured  a 
right  of  wav  from  approximately  the  station  of  Shorb,  just  east  of  Los 
Angeles,  to  Pasadena.  The  Southern  Pacific  Company  immediately  rebuilt 
the  San  Gabriel  line  and  operated  trains  to  and  from  Los  Angeles  to 
Pasadena. 

Within  the  City  of  Los  Angeles  alone  the  Southern  Pacific  single  track 
mileage  is  75.07  miles  of  main  line  and  148.31  miles  of  other  tracks. 


S2  l-i)S     \\i;kii<    Ti'i;  \ii  \  \i.    1  wivS  riCA'iiiix 

Atchison.  Topcl(a  and  Santa  Fe  Railway  Company 

As  a  nucleus  of  the  present  Atchison,  Topeka  and  Santa  Fe  Railway 
Company,  a  railroad  was  constructed  in  1863  west  from  Kansas  City  prac- 
tically along-  the  old  Santa  Fe  Trail.  It  was  not  until  October.  1S80,  that 
a  subsidiary  organization  of  the  Santa  Fe  made  its  appearance  in  Califiirnia. 
when  the  California  Southern  Railroad  Company   was  chartered. 

Tlu-  lir>t  actual  conslruclion  bet;an  in  January.  ISSl.  when  a  line  was 
constructed  from  San  Diego  Bay  to  Colton  via  Temecula.  This  line  was 
plated  in  operation  in  1882  and  the  following  year  was  constructed  to  San 
Bernardino.  That  portion  of  this  line  running  through  the  Temecula  Canyon 
was  washed  out  in  the  spring  of  1884.  ;ind  in  order  to  reconstruct  and  also 
extend  the  road  from  San  Bernardino  to  P>arstow  arrangements  were  niade 
with  the  Sanla  l-"e.  In  1885  active  constructitm  of  the  extension  from  San 
Bernardino,  its  then  terminal,  to  Barstow,  was  undertaken  and  completed  on 
November  9,   1885.  when  the  last  spike  was   driven   in   Cajon    Pass. 

At  Barstow  connection  was  made  with  the  Atlantic  and  Pacific  roatl. 
then  (iwned  jointK-  1)\-  the  Santa  I-'e  and  the  St.  Louis  and  .San  F^-ancisco 
Pailroad  Company.  Completion  of  this  line,  together  with  a  trafiic  agree- 
ment with  the  Southern  Pacific  from  Colton  to  Los  Angeles,  allowed  the 
.Santa  I'e  to  inaugurate  through  train  service  from  Kansas  City  to  Los 
.\ngclcs.  We  find  that  many  historians  state  that  this  was  the  direct  cause 
of  the  ensuing  great  development  in  California.  The  first  Santa  Fe  train 
entered   Los  Angeles  on  November  29.  1883. 

In  188(>.  through  a  subsidiary  company,  the  Santa  Fe  started  the  con- 
struction (_if  a  railroad  from  Los  Ang^eles  to  Santa  Monica.  This  line  was 
only  partially  built,  its  western  terminus  being  between  Inglewood  and 
Bellona.  In  1892  another  company  was  organised  and  extended  the  line 
into  Santa  Monica.  Part  of  this  line  was  sold  in  1892  to  the  Los  Angeles 
Pacific  Railroad  Company,  now  merged  into  the  present  Pacific  Electric 
Railwa}'  (."ompany.  In  1888  annther  line  was  constructed  and  connected  with 
the  Santa  Monica  road  near  Inglewood,  extending  to  Redondo  Beach.  The 
l)resent  Santa  Fe  still  maintains  and  operates  this  line  from  Los  Angeles  to 
Re<Iondo  Beach. 

In  order  to  have  its  own  line  into  Los  Angeles,  the  Santa  Fe.  in  1887, 
constructed  a  line  west  from  San  Bernardino  to  Lamanda  Park,  connecting 
there  with  the  Los  Angeles  and  San  (iabriel  \'alley  Railway  Company. 
This  com])any  was  taken  over  by  the  Santa  Fe  in  1887.  This  route  con- 
stitutes the  present  Santa  F'e  line  between  San  Bernardino  and  Lt)s  .\ngeles 
via  Pasadena. 

About  this  time,  the  .Santa  l-"e.  through  a  subsidiary  company,  the 
Riverside.  .Santa  Ana  and  Los  Angeles  Railway  Company,  started  the  con- 
struction of  a  second  line  from  San  Bernardino  to  Los  .Angeles.  This  route 
ran  in  a  westerly  direction  from  San  Bernardino  through  what  is  known 
as   the   Santa   .\na   Valley,   and   entered   the    Citv   of   Los    Angeles    fr.  mi    the 


MiSKiin    AMI   l)i:\  kl()I'MI-;nt  83 

st.iitli  l>y  cros<in,e:  the  Los  Angeles  River  just  south  of  Butte  Street  and 
paraJlelin,":  the  river  <in  the  west  bank  to  First  Street,  where  it  connected 
with  the  tracks  of  the  Los  Angeles  and  San  Gabriel  Valley  Railroad  and 
where  the  La  Grande  station  of  the  Santa  Fe  is  now  located. 

In  \H'h  a  few  San  hVanciscii  merchants  and  capitalists  organized  a  com- 
pany and  started  tlie  construction  ni  a  railroad  frotn  San  Francisco  Ba\' 
tlimugh  the  San  Joaciuin  \'aHey.  'I'his  road  was  built  with  the  express 
liurpiise  of  coni])etini^  with  the  line  Iniilt  by  the  Southern  Pacific  to  Bakers- 
held.  This  line  was  purchased  by  the  Santa  F""e  in  1900-1901.  The  road 
work  was  completed  in  1900  and  placed  in  o]ieratinii  as  the  \'alley  Divisioi- 
of  the  Coast  lines  of  the  Santa  Fe. 

The  -Atlantic  and  I'acitic  Railroad  Company,  which  had  built  a  road 
from  Albuquer(|ue.  New  Mexico,  to  Needles,  California,  and  had  acquired 
a  lease  on  the  Southern  Pacific  from  Needles  to  Mojave,  went  into  receiver- 
ship in  LS94.  By  1897  the  Santa  Fe  Company  had  purchased,  at  foreclosure 
sale,  the  projierties  of  the  Atlantic  and  Pacific  Company  and  immediately 
began  reconstruction.  Throut;h  an  exchange  in  1911  of  a  branch  line  oi 
the  Santa  Fe  running  from  Nogales  to  Guaymas,  Mexico,  with  the  South- 
ern Pacific,  the  Santa  Fe  became  owner  of  the  Southern  Pacific  line  between 
Needles  and  Mojave,  known  as  the  Mojaxe  Division,  and  at  the  same 
time  entered  iritn  a  new  agreement  witii  the  Southern  Pacific  Company  for 
joint  use  nf  the  Southern  Pacific  M(ija\e-l'>akersficld  line  over  the  Tehachapi 
Pass. 

Practically  all  of  the  present  Santa  I-'e  main  line  mileage  south  ni  the 
Tehachapi  was  constructed  during  the  years  1886  and  1887,  aside  trom 
that  of  the  California  Southern,  which  ran  from  National  City  to  Barstow. 
Since  that  time,  hnwcxcr.  tlic  .'^anta  l-\-  has  been  very  actixe  in  the  con- 
struction (if  service  and  industrial  tracks  in  T-os  .\ngeles  and  cither  ."^nuth- 
ern   California  cities. 

Within  the  City  of  Los  .\ngeles  aUme,  the  Santa  I'e  single  track 
mileage   is   now    14.27    miles   "t    main    line   and   (>5A4   miles   nf   nther   tracks. 

Los  Angeles  and  Salt  Lal(e  Railroad  Company 

This  company,  which  at  jiresent  operates  a  railrciad  fnun  the  City  of 
Los  Angeles  to  Salt  Lake  City.  Utah,  finished  the  last  section  of  the  mad 
early  in  1905,  the  first  through  train  entering  Los  .\ngeles  .\pril  17.  190.^. 

This  road  had  acquired  the  entire  properties  nf  the  Lus  .\ngeles  Terminal 
Raihvavs  Company,  which  had  been  incorpc  irateil  in  1S<)1.  and  which  had 
as  its  nucleus  the  consolidation  of  the  old  Los  Angeles  i\:  (ilendale  Railmad 
Companv   and   the    Los  Angeles,   Pasadena   iK:   Glendale   Railroad   Conqiany. 

These  latter  companies,  as  previously  related,  had  constructed  imm 
Los  Angeles  to  (dendale.  a  narrow  gauge  road,  and  from  Los  Angeles  to 
Pasadena  and  Altadena  a  broad  gauge  road.  .\s  soon  as  the  property  of 
the  Los  Angeles  &  Glendale  Railroad  Company  was  acquired,  the  Terminal 
Company  reconstructed  that  line  as  a  broad  gauge.  These  two  branches 
are  at  jiresent  operated  as  branches  of  the  present  company. 


84  Los  Angeles  Ter.mixai.   Investriatiox 

Soon  after  the  incorporation  of  the  Los  Angeles  Terminal  Railway 
Company,  application  was  made  to  the  City  for  a  concession  of  land  to 
be  devoted  to  yard  uses  and  railroad  terminal  facilities.  The  City  Council 
approved  the  application  of  the  Terminal  Company  and  granted  them  sixty 
(60)  acres  of  land  on  the  cast  side  of  Los  Angeles  River,  being  properly  a 
right  of  way  along  the  river  bank  through  the  city.  Li  addition  to  this 
grant,  the  Company  purchased  some  land  within  the  city  and  along  the 
east  bank  of  the  river  at  a  co.st  of  $60,000.  Included  in  this  purchase  was 
21  acres  at  First  and  Meyers  Streets,  which,  with  the  land  donated  by 
the  city,  is  at  present  occupied  by  the  Salt  Lake,  where  the  Company's 
passenger  station,  yard,  round  house,  and  shops  were  constructed  in  1891. 
Until  the  track  was  completed  to  the  new  station  near  First  Street,  the 
company  used  the  old  Los  Angeles  &  Glendale  Railroad  Company's  station 
at  Downey  Avenue.  For  some  time  after  the  trains  began  operating  to 
the  new  station,  the  old  depot  was  made  a  stop,  but  was  finally  abandoned. 
At  that  time  trains  to  Pasadena  were  run  almost  hourly. 

From  First  Street,  or  the  new  station,  the  Terminal  Company  con- 
tinued building  its  road  to  Long  Beach,  being  the  first  railroad  to  serve  that 
city,  and  to  East  San  Pedro,  where  the  Company  had  acquired  what  was 
then  called  Rattlesnake  Lsland  (now  known  as  Terminal  Island),  compris- 
ing approximately  2,000  acres.  This  branch  line  was  22  miles  in  length 
and  connected  directly  with  the  Company's  wharves  and  docks  on  the 
waterfront  at  East  San  Pedro.  The  value  of  these  waterfront  facilities  was 
greatly  increased  after  the  United  States  Government  undertook  and  im- 
proved the  Los  Angeles  Harbor  and  constructed  the  breakwater. 

In  March,  1901,  the  San  Pedro,  Los  Angeles  and  Salt  Lake  Railroad 
Company  was  incorporated  and  began  the  construction  of  a  line  from  Salt 
Lake  City  to  Los  Angeles.  Although  such  a  line  had  been  proposed  and 
agitated  many  times,  it  was  not  until  this  company  was  organized  that 
the  work  was  tinally  carried  to  conii)letion  in  1905.  The  first  passenger 
train  from  Salt  Lake  City  via  the  Salt  Lake  Route  arrived  on  April  17. 
1905,  and  the  road  was  opened  for  general  railroad  traffic  May  1,  1905.  On 
August  25,  1916,  the  San  Pedro.  Los  Angeles  and  Salt  Lake  Railroad 
Company  changed  its  name  to  the  Los  Angeles  and  Salt  Lake  Railroad 
Company,  under  which  it  is  at  present  operating. 

In  1905  and  1906,  the  Salt  Lake  constructed  a  track  from  a  connection 
witli  the  Southern  Pacific  Company's  track  on  Alameda  Street  at  Butte 
Street  along  the  latter  street  across  the  Los  Angeles  River  and  easterly  to 
the  main  line  from  Salt  Lake  City,  a  distance  of  about  one  and  one-half 
miles.  The  following  year  a  track  was  built  along  what  is  called  "Santa  Fe 
Alley."  This  is  the  alleyway  one-half  a  block  east  of  a  parallel  to  Santa 
Fe  Avenue  from  near  Seventh  Street  to  Thirty-seventh  Street.  Besides 
these  two  principal  pieces  of  trackage,  the  company  has  constructed   quite 


History  and  Development  85 

a  number  i>f  sjnir  and  industry  tracks  to  serve  industries  and  handle  freight 
and  passenger  business. 

The  present  single-track  mileage  within  the  city  limits  of  Los  An- 
geles uf  this  company  amounts  to  api)roximatcly  17.85  miles  of  main  line  and 
4'2.04  miles  of  other  trackage. 

San  Gabriel  I'alle];  Rapid  Transit  Railrea^ 

Real  estate  possibilities  were  the  cause  of  the  promotion  of  the  San 
Gabriel  \  alley  Rapid  Transit  Railway,  which  was  constructed  from  the 
City  of  Los  Angeles  eastward  to  Monrovia,  with  a  branch  line  from  near 
the  present  town  of  Alhambra  to  Pasadena.  This  was  a  narrow  gauge 
road  and  was  operated  almost  exclusively  for  passengers.  The  road  entered 
the  City  of  Los  Angeles  over  a  right  of  way  practically  the  same  as  that 
used  at  present  by  the  Pacific  Electric  for  its  Pasadena  Short  Line,  except 
that  it  ran  only  as  far  as  Anderson  and  Aliso  Streets,  on  the  east  side  of 
the  Los  Angeles  River.  Here  the  company  constructed  a  small  shed  and 
platform,  used  as  a  passenger  depot. 

The  San  Gabriel  Valley  Rapid  Transit  Railway  was  leased  by  the 
Los  Angeles  Terminal  Railway  for  the  term  of  one  year,  beginning  June 
14,  1892.  After  the  expiration  of  the  lease,  the  San  Gabriel  Company 
operated  the  road  during  the  following  year,  when  it  was  sold  to  the 
Southern  Pacific.  That  company  immediately  started  the  construction  of 
a  standard  guage  track  on  the  right  of  way  acquired  from  the  San  Gabriel 
Company  as  its  Pasadena  branch.  The  new  branch  connected  with  the 
company's  main  line  at  their  present  station  of  Shorb  and  is  at  present  the 
Southern  Pacific's  only  steam  line  into  Pasadena.  The  other  tracks  of 
the  San  Gabriel  Company  \vere  torn  up  and  the  remaining  portions  of  the 
old  right  of  way  were  later  sold  to  the  Pacific  Electric,  controlled,  through 
stock  ownership,  by  the  Southern  Pacific. 

Los  Angeles  and  Clendale  Railroad  Compan'^ 

Shortlv  after  the  completion  of  the  Santa  Fe  into  Los  Angeles  and 
during  the  time  of  the  so-called  "boom."  a  railroad  was  promoted  to  run 
from  Los  Angeles  to  Glendale.  This  road  was  named  the  Los  Angeles 
and  ( iknilale  Railroad  and  was  constructed  in  1887,  as  a  narrow  gauge  line 
from  near  old  Downey  Avenue  and  the  east  side  of  the  Los  Angeles 
River  to  Glendale.  At  the  terminus  of  the  road  near  Downey  Avenue,  a 
frame  building  was  constructed  and  served  as  a  passenger  station  and 
ticket  ofiice.  This  company,  about  four  years  after  completion  of  this 
line,  was  absorbed  by  the  Los  Angeles  Terminal  Railway  Company,  and 
the    work    of    widening    the    roadbed    and    track    was    started    immediately. 

Los  Angeles.  Pasadena  and  Glendale  Railroad  Company 

This  company  was  organized,  in  1890.  for  the  purpose  of  constructing 
a  railroad  from  Los  Angeles  to  Pasadena.  P.eing  fostered  by  the  same 
interests  as   the    Los   Angeles   and   Glendale   Railroad    Company,   the   road 


86  I-OS    AnT.EI.KS     TKKMINAr,     rNVliSTU^ATIOX 

was  constriK-ied  irom  the  same  terminus  in  the  city,  the  Downey  Aveniu' 
station  to  Pasadena  and  north  to  Altadena.  a  distance  of  al)out  sixteen 
miles. 

This  company,  with  the  Los  .\ngeles  and  (ilendale  Railroad  Company, 
was  consolidated,  in   1S91.  into  the  Los  Angeles  Terminal   Com])any. 

Los  Angeles  and  Independence  Railrocid 

Thmngh  the  construction  of  a  wharf  at  Santa  Monica,  in  187.T.  and 
the  development  of  the  city,  it  was  thought  Santa  Monica  would  become 
part  of  Los  .Vngeles  and  a  great  shiiijjing  point  on  the  Pacific  Coast.  At 
ahout  tliis  tiuK-  a  supi)ose(lly  great  mining  district  in  Inyo  Count)-,  about 
250  miles  northeast  of  Los  Angeles,  was  being  developed  and  a  few  Los 
Angeles  men  decided  to  build  a  railroad  from  Santa  Monica  to  this  dis- 
trict. The  com])any.  known  as  the  Los  Angeles  and  Lidepentlence  Rail- 
road, was  chartered  January  4.  1S7.^.  and  construction  began  immediately. 
By  December,  of  the  same  year,  the  tracks  had  been  laid  as  far  as  Los 
.■\ngeles.  a  distance  of  approximately  sixteen  miles,  and  terminated  at 
San  Pedro  and  Fifth  .'streets.  The  line  east  from  Los  Angeles  was  never 
built. 

For  about  two  vears  this  road  <lid  a  thriving  freight  and  jjassenger 
business  and.  to  remove  this  comi)etition,  the  Southern  Pacific  Company, 
on  July  1,  1877,  acquired  and  oi)erate(i  the  road  until  1S80,  when  it  was 
leased  for  operation  to  the  Central  Pacific  Railroad  Com]5any  for  five  years. 
.\fter  the  purchase,  the  Southern  Pacific  Company,  having  established  a 
terminus  at  \\'ilmington.  transferred  the  freight  business  to  that  point 
and  ])racticali\-  dismantled  the  wharf  at  Santa  Monica.  In  1889  the  South- 
ern I'acific  removed  the  tracks  on  San  Pedro  Street,  from  Fifth  to  Six- 
teerith  Streets.  A  portion  of  the  balance  of  this  road  is  the  jiresent  Sixteenth 
.Street  line  of  the  Pacific   Electric. 

Passenger  Stations  in  Los  Angeles 

The  first  railroad  station  to  be  constructed  in  the  City  of  Los  Angeles 
was  built  in  18r)')  by  the  Los  Angeles  and  San  Pedro  Railroad  Company. 
This  structure,  shown  in  Fig.  8  on  page  78  of  this  report,  was  located 
(iu  a  lot  fronting  three  hundred  feet  on  Alameda  -Street  and  liaxing  a  depth 
of  one  hundred  and  twenty  feet,  its  situation  being  such  that,  after  Com- 
mercial Street  was  extendetl  to  cross  Alameda  Street,  the  depot  building 
occui)ie(l  the  southeast  corner  of  the  two  streets.  This  station  had  very 
inadecpiate  iiassenger  facdities  .and  was  utilised  princi])ally  for  freight 
business.  This  de])ot  was  the  city  terminus  of  the  first  railroad  in  Los 
.Angeles.  Passenger  trains  between  Los  y\.ngeles  and  S.an  Pedro  were  at 
lirst  scheduled  for  two  round-trips  a  day.  Tlu'  freiu'lit  train  h;id  no  schedule. 
but  was  running  according  to  business. 

The  second  railroad  depot  in  Los  Angeles  was  Iniilt  about  1876.  bv  the 
Southern  Pacific  Company,  on  the  west  side  of  North  Spring  Street  about 
opposite   Sotello  Street.     In   the   following  year  the  company   built   a   com- 


lllSTOKN'    AM)    l)i;\  ICI.OI'MICNT  87 

bination  buiklinp:.  part  of  which  was  used  as  a  ticket  office,  the  balance 
being  devoted  to  hotel  i)inposes.  This  building  was  located  about  a  hun- 
dred yards  south  of  the  lirst  station  and  was  maintained  for  only  a  short 
time.  The  business  of  the  ."southern  Tacitic  Compan}'.  after  its  completion  to 
Los  Angeles,  increased  very  rapidly,  and  it  was  but  a  short  time  before  the 
first  small  station  and  ticket  office  built  was  moved  to  the  site  of  the  present 
otiice  building  of  the  main  freight  liouse  and  a  larger  depot  was  constructed 
where  the  first  had  been  located.  This  building  contained  considerably  more 
si)ace  than  the  others,  housing  ])ractically  all  oflices  of  the  company,  and  had 
adequate  passenger  facilities  for  that  period.  .-Xfter  the  completion  of  this 
building,  the  so-called  "Hotel"  was  torn  (hiwn. 

By  the  year  1876.  the  Southern  Pacific  Company  had  constructed  its 
tracks  as  far  south  as  the  location  of  the  Los  Angeles  and  San  I'edro 
Railroad  Company's  depot  at  Commercial  and  Alameda  Streets  and  began 
using  tiie  latter  company's  station  for  both  passenger  and  freight  business. 
Even  after  the  Southern  T'acific  Company  had  built  the  Arcade  Depict,  al 
Fifth  Street  and  Central  .\venue.  and  u])  to  18%,  all  trains  stopped  at  the 
old  Los  Angeles  and  San  Pedro  depot  and  at  River  Station.  .Kfter  1896, 
this  old  "San  Pedro  Depot"  was  cmisidcreil  a  "flag  sto])." 

The  brick  Ijuilding  situated  on  the  northwest  corner  of  Sotello  and  North 
Spring  Streets  was  purchased  by  the  Southern  Pacific  Com])any.  in  188.^. 
and  given  the  name  of  River  Station.  Since  its  organization,  the  company 
has  made  two  enlargements.  The  depot,  as  sht)wn  in  Fig.  83  on  page  241, 
was  operated  as  the  main  passenger  station  in  the  City  of  Los  Angeles 
up  to  the  time  the  old  .\rcade  Station  was  built,  at  Fifth  Street  and  Centra! 
Avenue,  in  1888.  After  that  time  all  trains,  both  inbound  and  outbound, 
stopped  at  River  Station,  although,  during  the  last  few  years  and  until 
1915,  the  trains  stopped  for  orders  rather  than  for  passengers.  In  1895.  the 
frame  station,  built  o])p()site  and  across  North  Spring  Street  from  River 
Station,  was  torn  down  and  the  main  part  of  the  building  was  rebuilt  as 
a  passenger  station  at  Tustin,  California. 

For  the  purpose  of  furnishing  adequate  passenger  facilities,  the  Southern 
Pacific  Company,  in  1888  or  1889.  leased  a  small  brick  building,  about  20 
by  30  feet,  on  the  east  side  of  .Alameda  Street  half  w-ay  between  First  and 
Second  Streets.  This  structure  was  used  as  a  waiting  room  and  ticket 
office  for  only  a  short  time. 

In  acquiring  the  l^os  .\ngeles  and  Independence  Railroad  Company, 
the  Southern  Pacific  Company  al.so  obtained  possession  of  a  second  pas- 
senger station  within  the  City  of  Los  .\ngeles.  This  was  the  first  station 
built  by  the  former  company  and  was  located  a  little  east  of  San  Pedro 
Street,  about  half  way  between  Fourth  and  Fifth  Street,  or  about  opposite 
Winston  Street.  This  was  practically  nothing  more  than  a  platform  and 
shed  used  onlv  for  passenger  ])urposes.  Although  this  building  was  main- 
tained as  a  passenger  depot  for  a  comparatively  short  time  after  being  taken 


SS  Los  Angeles  Terminal  Investigation 

over  by  the  Soutliern  Pacific  Company,  it  remained  in  place  until  about  four 
years  ago  (1915_). 

As  previously  stated,  the  Southern  Pacific  Company  constructed  a  track, 
from  the  line  of  the  old  Los  Angeles  and  Independence  Railroad  on  San 
Pedro  Street,  connecting  with  its  main  line  on  Alameda  Street  near  Fif- 
teenth Street,  .\fter  the  completion  of  tliis  new  trackage,  and  in  the  year 
1889.  operation  along  San  Pedro  Street  was  eliminated  and  the  old  line, 
from  Si.Kteenth  Street  to  First  and  Alameda  Streets,  was  removed  and  a 
new  passenger  station  was  built  at  Sixteenth  Street  and  Central  .\venue. 
This  building  was  18  feet  bj'  40  feet  and  jjrovided  a  ticket  of^ce,  baggage 
and  waiting  room.  Later,  this  building  was  removed  to  Glamis,  on  the 
Southern  Pacific  Company's  line,  where  it  is  at  present  being  used  as  a 
station.  On  the  old  line  of  the  Los  Angeles  and  Independence  Railroad  the 
St)uthern  Pacific  Company  also  maintained  two  other  stations,  one  at 
Jefferson  and  Main  Streets  and  the  second  at  \'ermont  Avenue,  known  as 
University  Station  (built  in  1S88).  The  former  was  operated  in  a  building 
leased  by  the  company  and  a  regular  agent  was  turned  over  to  the  Pacific 
Flectric  Railway  Company,  after  the  latter  began  operating  trains  over 
this   line. 

In  1888  the  Southern  Pacific  Company  erected  a  frame  building  at  the 
intersection  of  Main  and  .-Xlameda  Streets,  where  the  Alhambra  Avenue 
and  Alameda  Street  lines  connect  and  which  is  designated  b^■  that  company 
as  Naud  Junction.  This  building  was  about  IS  feet  by  40  feet,  and  contained 
an  open  waiting  room,  a  ba.ggage  room  and  ticket  office.  This  building 
served  as  a  passenger  station  for  a  number  of  years  but  was,  in  June,  1010. 
removed  after  the  city  complained  of  its  occupying  a  portion  of  the  public 
streets  and  declared  it  a  menace  and  source  of  danger  and  accidents  at 
this  crossing. 

When  the  site  of  the  present  Southern  Pacific  Company's  passenger 
depot  was  donated  to  that  company,  it  was  part  of  the  agreement  that  a 
passenger  station  should  be  erected.  This  station  was  to  be  a  structure 
similar  in  all  respects  to  the  Arcade  Depot  previously  built  by  the  Southern 
Pacific  Company  at  Sacramento.  In  1888,  the  Southern  Pacific  Companv. 
under  this  agreement,  constructed  the  passenger  station  at  Fifth  Street  and 
Central   .\ venue. 


TllSldK^'    AM)    I)i:\  i:i.l  lI'MKNT 


89 


i'k;.   !i.     'ii{\in    siikh — oi.ii   sol  riiiOKV    rvciFH'    \it(  iiiio   s'I'X'Iion 

This  station,  known  as  the  AroadL-  Station,  was  for  about  twenty-t'ive 
years  the  main  passenger  depot  of  the  Southern  Pacific  Company  in  Los 
Angeles  and  in  addition  to  furnishing  passenger  facilities,  contained  ])rac- 
tically  all  offices  then  maintained  in  the  city. 

After  the  plans  for  the  two  expositions  held  in  California,  in  1915,  had 
been  made,  agitation  for  a  union  passenger  station,  or  at  least  a  new  and 
respectable  Southern  Pacific  station,  commenced  in  I^os  Angeles.  The 
old  Arcade  De])ot,  built  of  wood,  was  depreciating  and,  although  it  was 
considered  a  model  station  at  the  time  of  its  construction,  it  lacked  the 
facilities  and  appearance  of  a  modern  railroad  station.  In  1012,  the  Southern 
Pacific  Company  announced  its  plans  for  the  construction  of  a  new  ])assengcr 
station  to  be  erected  at  Fifth  Street  and  Central  Avenue  on  the  site  of  the 
old  Arcade  Depot,  but  with  the  main  portion  of  the  building  fronting  almost 
directly  on  Central  Avenue. 

The  plans  for  the  new  dei)ot.  particularly  the  proposed  construction 
of  trackage  across  tv\o  of  the  principal  streets  of  the  city  and  also  the 
arrangement  for  street  car  service,  had  been  made  without  consultation 
with  the  city  and,  w-hen  announced,  met  with  much  opposition.  Ahcr  the 
plans  had  been  shown  to,  and  discussed  with,  the  City  Council  and  certain 
modifications  made,  an  agreement  was  finally  reached.  The  main  contention 
of  the  city  was  the  question  of  the  right  of  the  Southern  Pacific  to  build 
on  the  stub  end  of  Fifth  Street  and,  also,  the  proposed  scheme  of  con- 
struction of  tracks  in  such  a  way  as  to  make  worse,  rather  than  improve. 


/ 


00  Los  ANGEi.r.s  Tkrminai.   I.wkstigation 

the  grade  crossing  conditions.  An  ai)])licatiun  was  then  filed,  by  the  South- 
ern Pacific,  with  the  Railroad  Coniniissinn,  asking  permission  to  aliandon 
the  old  Arcade  Depot  and  erect  a  new  station.  .\t  the  hearings  held  on 
this  case,  the  opposition  to  the  placing  of  additional  tracks  across  Fourth 
and  Sixth  Streets  was  vigorously  jsressed  and  the  Southern  Pacific  Company 
filed  a  stipulation  that,  if  permitted  to  construct  the  new  station,  no  objection 
based'  upon  its  construction,  would  ever  be  made  to  the  abatement  of 
grade  cro.ssings  on  Alameda  Street  by  track  elevation  or  depression.  The 
present  Southern  Pacific  passenger  station,  shown  in  Fig.  76  on  page  234,  built 
at  a  cost  of  $345,000  for  the  building  and  furnishings,  was  commenced 
March  28,  1914,  and  comjileted  in  1913.  The  baggage  room  and  ticket 
office  was  opened  for  business  on  May  2,  1913,  and  the  official  opening  of 
the  station  was  held  on  June  12th  of  the  same  year.  This  station  and  other 
passenger  depots  are  discussed  further  in  Chapter  X  of  this  report. 

The  first  station,  or  depot,  on  the  line  of  what  is  now  the  Santa  Fe, 
was  built  about  1884,  by  the  old  Los  Angeles  and  San  (iabriel  Valley  Rail- 
road Coniiianv  at  Downey  .\venue,  just  west  of  the  Los  Angeles  River. 
This  depot  was  a  small  frame  building  and  used  almost  exclusively  for 
passenger  business  and  accommodated  travel  between  Los  Angeles,  Pasadena 
and  Lamanda  Park,  the  eastern  terminus  of  this  road.  In  1887,  a  track 
was  constructed.  b\-  another  subsidiary  company,  connecting  the  most 
soutberlv  point  of  the  Los  .\ngeles  and  San  Gabriel  Company's  line  at 
Alhambra  .\venue  antl  the  Ri\er,  aiul  extending  to  First  Street  and  Santa 
Fe  Avenue.  Also  to  this  same  point,  where  a  considerable  tract  of  land  had 
been  aci|uired.  the  .Santa  Fe  had  constructed  a  track  along  the  west  l)ank 
of  the  river  from  the  south.  Here,  in  1887.  was  built  a  second  depot, 
located  on  the  east  side  of  Santa  Fe  Avenue  and  about  half  way  between 
I<"irst  and  l<"ourth  Streets.  This  building  was  of  wooden  construction  but 
contained  nuich  more  space  than  the  little  old  de])ot  at  Downey  Avenue 
and,  in  addition  to  serving  as  a  passenger  station,  it  housed  all  the  necessary 
offices. 

In  1803.  the  .Santa  l"e  built  the  brick  building  which,  with  several 
alteraticjus  and  changes  during  suijsequent  years,  at  ])resent  serves  that 
company  as  its  I-os  Angeles  passenger  station.  This  is  known  as  the 
Le  Grande  .Station,  slmwu  in  I'ig.  84  on  jiage  242.  ind  located  on  the  east  side 
of  Santa  Fe  Avenue  just  south  of   b'irst  Street. 

\\'hen  the  Los  Angeles  and  (ilendale  Railroad  Company  constructed  its 
track  connecting  Glendale  with  the  City  of  Los  Angeles,  the  depot  of  this 
road  was  located  on  Downey  .\\enue  on  the  east  side  of  the  Los  -\ngeles 
River.  This  station,  built  in  1887,  was  of  frame  construction  and  servetl 
all  purposes  of  a  railroad  station.  This  same  depot  building  served  as  a 
passenger  station  for  the  Los  Angeles,  Pasadena  and  Glendale  Railroad 
Company  for  travellers  between  Los  Angeles  and  Pasadena.  The  city 
terminus  of  the  San  Gabriel  road  was  on  the  east  side  of  the   I^os  Angeles 


River  just  north  of  Aliso  Street  and  east  of  Anderson  Street,  and  where 
the  Pacific  Electric  at  present  maintains  several  team  tracks.  Here,  the 
company  built  the  small  shed  and  ]jlatforni  which  served  the  jnirpose  of 
that  company  till  1894,  when  the  Southern  Pacific  Company  took  over  the 
property  of  the  San  Gabriel  Company,  wlien  tlie  tracks  and  old  depot  were 
removed. 

After  the  Lus  Angeles  Terminal  Railway  Company  had  been  organized 
and  secured  its  right  of  way  along  the  east  bank  of  the  I-os  Angeles  River, 
it  constructed  a  passenger  stati(>n  at  First  Street,  just  east  of  the  Los  Angeles 
Ri\er.  This  structure  is  at  i)re-;ent  used  for  the  same  ])ur])ose  by  the  Los 
Angeles  and  Salt  Lake  Railroad  Company.  Previous  to  the  construction 
of  this  station,  the  business  oftices  of  the  Los  Angeles  Terminal  RaiKvav 
Company  were  maintained  in  the  I'urdick  Building  Init.  upnii  cumpletimi 
of  the  depot,  were  moved  to  the  new  structure.  It  was  not  long  after  the 
new  station  was  occupied  that  the  old  depot  at  Downey  Avenue  was 
abandoned. 

In  1905,  the  Salt  Lake  erected  an  umbrella  shed  and  platform  at  Seventh 
Street,  on  the  east  bank  of  the  Los  Angeles  River.  Only  local  trains, 
operating  between  Los  Angeles  and  San  Pedro,  stop  at  this  point. 


Los  Angei.ks  Terminm.   Invkstic.atiox 


Callfuniia  ItAilruad  Conmiis^icii  l-.ngiiifviiiig  Dcpt, 

FIG.  10.      MAP  OF  RAIL  EIMTUASICES   AND  EXTKiVT  <IF   HM.AT    I.AMJ   ALONG   HlXfrlit 

No  great  change  in  the  rail  entrances  is  possible  except  at  prohibitive  cost.  The 
shaded  area  represents  rolling  country  and  is  largely  residential.  Observe  that  the  prin- 
cipal streets  are  not  parallel  with  the  Los  Angeles  River,  but  that  their  general  direction 
is  toward  Pasadena.     Transportation  and  growth   follow  the  lines  of  least   resistance. 


PRESENT  CONDITIONS 

Railroad  Entrances 

Fig.  10  shows  the  extent  of  the  comparatively  flat  land  adjacent  to 
the  Los  Angeles  River  and  suitable  for  railroad  construction.  I'"rom  this 
drawing,  it  is  evident  that  the  main  lines  of  the  steam  roads  are  obliged 
to  enter  the  industrial  and  business  district  of  the  city  from  either  the 
northeast  or  southeast. 


^^^Hv^ 


':^H  ^.^ 


Ciiliroiniii  Knlln  :iil  Coiiiiiii-iyicn  EnglneerliiK  Dei>t. 


A.ltiiirci  from  iimii  liy   \m<   \nm'\vs  fliy  KnuiiKTr 


FIG.    II.       K\ILHO.\l>    MAI"   OK    1.0S    AN<;Kl.i;S    IJISTRKT 

The  steam  roads  enter  the  cltv   from   the  north,  nurtheast.  aiul  southeast.     .Votite  how 
parallel    linefto    Pa.Jdena.    in    the    vicinity    of    Vernon,    and    In    Los    Angeles    Increase    the 

.liffioultles   of  grade  crossine    elimination. 


94  Los  ANt;Ei.i:s   Tkk.mixai.    I.w  kstication 

Soulherti  Pacific  Routes 

Fig.  11  shows  the  steam  and  electric  roads  in  the  Los  Angeles 
district.  The  Coast  and  \'alley  Routes  of  the  Southern  Pacific  con- 
necting Los  Angeles  with  San  l-'rancisco  and  the  Sacramento  and  San 
Joaquin  \'al]eys.  unite  at  Burhank  and  follow  the  left  bank  of  the  Los 
.\ngeles  River  to  the  Arroyo  Seto.  Here,  the  line  crosses  to  the  right  bank, 
branching  out  into  the  freight  yards.  The  passenger  line  continues  under 
\ortIi  Broadway  Bridge  and.  leaving  the  river,  proceeds  along  Spring  and 
Alameda  Streets  to  the  passenger  station  at  Fifth  Street.  The  "Sunset"  or 
El  Paso  Route  enters  the  city  along  Alhambra  Avenue,  joining  the  tracks 
on  Alameda  Street.  Local  lines  run  south  from  the  station  along  Alameda 
Street,  terminating,  one  at  San  Pedro,  and  the  other  at  Santa  Ana. 

Santa  he  Routes 

The  main  line  of  the  .\tchison.  Topeka  &  ."^anta  Fe  Railway  fr<im  the 
east,  through  Pasadena,  follows  the  Arroyo  Seco  and  reaches  the  west 
bank  of  the  Los  Angeles  River  just  north  of  North  Broadway  Bridge. 
Passing  under  this  bridge,  it  proceeds  south  partly  adjacent  to  the  river 
and  then,  at  some  distance  away  from  it,  to  the  Santa  Fe  station  and  yard 
between  the  river  and  Santa  Fe  Avenue  and  First  and  Fourth  Streets. 
.\n  alternative  route  from  the  east,  used  principally  for  freight,  because  of 
more  favorable  grades,  from  San  Ijernardino.  through  Riverside  and  Fuller- 
ton,  enters  the  city  from  the  southeast.  The  river  is  crossed  near  Butte 
Street  and  the  line  follows  the  west  bank  to  the  station.  The  line  from  San 
Diego  joins  this  line  at   I-'ullcrton.     A  local  line  runs  to  Redondo. 

Salt  Lal(i-  Routes 

The  main  line  of  the  Los  Angeles  and  Salt  Lake  Railroad  enters  the 
city  from  the  southeast,  skirting  the  southerly  high  ground.  It  then  pro- 
ceeds up  the  east  bank  of  the  Los  Angeles  River  to  the  Salt  Lake  station 
and  yard  adjacent  to  the  river  between  First  and  Seventh  Streets.  One 
local  line  runs  south  to  Long  Beach  and  San  Pedro ;  another,  following  the 
east  bank  of  the  river  northerly  from  the  station,  passes  under  North  Broad- 
way Bridge  and  follows  the  Arroyo  Seco  to  Pasadena.  A  branch  of  this 
line  crosses  the  .Arroyo  Seco  and  terminates  at  Clendale. 


^' 


^.s. 

^ 


^^^^T*^*^- 


»^><r'n' 


i 


•.••:^v?»■■^J^ 


/TKJoa  «!ajaoKA  i>.oj  mo  iam  MaiJ»H    .'ji  .uii 


# 


06  Los   Angf.i.es   Ti-RMiXAi.    Investigation 

Railroad  Mileage  in  Los  Angeles 

The  present  e(|iiivaleiit  siiigle-lrack  mileage  of  the  railroads  within  the 
city  limits  of  Los  Angeles  may  he  summarized  as  follnws: 

TRACK  MILEAGE  IN  THE  CITY  OF  LOS  ANGELES 

Miles — S'ngle  Track 
Main  Other  All 

Steam  Roads  Line  Tracks  Tracks 

Soulhern    Pacific    75.07  148.31  233.38 

Santa   Fe    14.27  65.44  79.71 

Salt  Lake   17.85  42.04  59.89 

Total    107.19  255.79  362.98 

Electric  Roads 

Pacific  Electric 

Owned    200.43  28.62  229.05 

Leased  from  S.  P 14.62  9.43  24.05 

Leased  from  City  of  Los  Angeles  6.74  5.98  12.72 

221.79  44.03  265.82 

Los  .'Angeles  Railway   318.95  17,56  336.51 

Total    540.74  61.59  602.33 

All  Roads 

( '.rand   Total    647.93  317.38  965.31 

Valuation  of  Steam  Railroad  Property  in  Los  Angeles 

An  appraisal  of  steam  carrier  propertips  definitely  allocated  within  the 
wide  boundaries  of  Los  Angeles  would  be,  m  itself,  a  stupendous  task.  We 
will,  however,  attempt  to  make  an  estimate  of  the  railroad  investment. 

In  connection  with  the  nation-wide  valuation  of  carrier  properties  made 
by  the  Interstate  Ctjmmerce  Commission,  both  the  companies  and  the  Inter- 
state Commerce  Commission  have  inade  estimates  of  reproduction  cost 
The  estimates  are  made  u])  by  sections,  and  it  so  happens  that  a  combination 
of  these  sections  on  the  three  roads  will  cover  about  all  carrier  propertv  in 
the  industrial  district.  The  total  cost  so  estimated  is,  appmximately, 
$40,000,000  for  the  operative  ])roperties,  exclusive  of  rolling  stock  of  the 
Southern  Pacific,  Santa  Fe  and  Salt  Lake.  Pre-war  unit  costs  of  material 
and  labor  are  used  in  the  detail  figures  making  uj)  this  total. 

This  figure  of  $40,000,000  is  made  up  partly,  of  carrier  estimates, 
partly  of  Interstate  Commerce  estimates  and  jiartlv  of  our  own  estimate. 
I  he  detail  cannot  he  maile  |iublic,  as  Sduie  of  the  underlying  data  was  sub- 
mitted confidentially,  and  all  is  tentative  and  subject  to  review  and  revision 

Relation  of  the  Business  District  to  the  Topography 

'1  he  business  and  industrial  district  of  Los  Angeles  lies  in  the  broad 
valley  of  the  Los  Angeles  River,  between  the  blufl's  called  "Boyle  Heights," 
along  the  east  or  left  bank,  and  the  ridge  immediately  west  of  Hill  Street. 
The  four  main  streets  of  Los  Angele.s— Main,  Spring,  Rroadvvay  and  Hill— -are 
parallel  with  this  ridge  from   First  Street  to  Sixth  Street.     North  of  First 


History  and  Dicxicloi'mknt  97 

Strt-ct,  as  far  as  Sunset  Boulevard,  the  high  t;roun(l  extends  east  as  far  as 
Main  Street.  Twu  tunnels  have  been  built  cunnectin},'^  llill  Street  and 
Sunset  Boule\ard  and  there  are  traffic  tunnels  at  Third  Street  and  at  Broad- 
way. A  new  traffic  tunnel  is  projected  for  Second  Street.  The  center  of 
the  old  town  was  at  the  Plaza,  near  the  intersection  of  Main  and  Sunset 
Boulevard.  From  this  point,  Sunset  Boulevard  passes  through  a  gap  in  the 
range  of  hills  west  of  the  river  valley.  From  the  Plaza,  the  streets  radiate 
in  all  directions. 

'i^he  present  business  center  is  at  about  Fifth  and  Spring  Streets  and 
the  highest  realty  values  are  at  Seventh  Street  and  Broadway,  the  center 
of  the  shopping  district.  There  has  been  a  progressive  movement  nf  the 
business  center  southwestward.  From  Main  Street,  at  the  Plaza,  it  has 
foUijwed  the  more  level  ground  west  of  Hill  Street  to  Seventh  Street  and 
now  seems  to  be  moving  westerly,  skirting  the  southerly  end  of  the  ridge 
west  of  Hill  Street.  This  shifting  of  the  business  and  shopping  district  is, 
however,  by  no  means  the  result  of  topographical  and  other  natural  con- 
ditions alnne;  factors  connected  with  real  estate  operations  have  had  an 
equal  ur,  i)erhaps,  greater  eifect  in  determining  the  direction  (if  the  growth 
of  the  city. 

Particular  attention  is  called  to  the  fact  that  the  direction  of  the  four 
main  streets  diverges  more  than  45°  from  the  direction  of  the  Los  Angeles 
Rix'er,  south  of  First  Street.  This  results  in  the  fact  that  the  farther  south 
the  luain  streets  are  followed,  the  farther  the  location  from  the  Los  Angeles 
River  and  the  natural  channel  of  the  steam  railroads.  Main  Street,  if  it  were 
continued  straight,  would  be  in  line  with  the  Arroyo  Seco  and  would  pass 
through  Pasadena.  The  main  travel  is  north  and  south.  From  First  Street 
to  Sixth  Street,  the  cross  streets  are  narrow,  being  only  sixty  feet  wide. 
Seventh  Street  is  the  principal  cross  street  of  the  city.  West  of  Central 
Avenue  and  east  of  Los  Angeles  Street,  the  district  is  becoming  less  and  less 
industrial.  It  has  residential  and  small  store  occupancy.  Alameda  Street  is 
the  main  artery  of  the  industrial  district  and  has  replaced  T,os  Angeles 
Street  in  this  respect. 


CHAPTER  IV. 
OUTLINE 

Los  Angeles  Railway 
Present  Conditions 
Reruuting 

Pacific  Electric  System  ami  Rapid  Transit  Plans 
Present  Conditions 
Recommendations  in  Arnold  Report 
Causes  of  Lack  of  Growth 
The  Ultimate  Rapid  Transit  System 
The  First  Subways 
Subway  West  from  Hill  Street  Station 

Connection   of  Suljway   West  of  Hill   Street    with    Main   Street 
Station 
Elevated  Line  Eastward  from  Main  Street  Station 
Transportation  Between  Los  Angeles  and  Pasadena 
Legal  Matters 
Recommendations 


CHAPTER  IV 
ELECTRIC  TRANSPORTATION 

Of  the  two  electric  tianspurtation  systems  operating  within  the 
geographical  limits  of  this  report,  the  Pacific  Electric  is  by  far  the  most 
important  for  the  purposes  of  this  investigation.  The  Los  Angeles  Railway 
operates  principally  within  the  city  limits  and  is  only  slightly  affected  by 
our  recommendations.     For  these  reasons  it  will  be  considered  first. 

LOS  ANGELES  RAILWAY 
The  Los  Angeles  Railway  is  a  narrow  (3  ft.  6  in.)  gauge  street  railway 
with  approximately  390  miles  of  track  and  operating  about  880  ])assenger 
cars.  This  road  is  strictly  a  passenger  road  and  handles  no  freight.  The 
railway  operating  revenue  for  1918  was  $6,577,638.52,  and  during  that  year 
130.538,704'  regular  fare  passengers  were  carried. 

Present  Conditions 

An  analysis  of  the  local  street  railway  system  of  Los  Angeles  is  not 
within  the  scope  of  this  report  except  as  to  the  question  of  adequate  street  car 
ser\ice  to  the  several  sites  proposed  for  a  union  station,  or  to  the  exteiit 
that  the  plans  proposed  will  alter  existing  routes.  It  is  obvious  that,  other 
things  being  equal,  that  site  is  most  desirable  which  will  serve  the  maximum 
number  of  pcdple  without  a  transfer,  and  that  a  location  convenient  to 
existing  lines  will  not  require  the  construction  and  maintenance  of  special 
or  accommodation  lines. 

The  Los  Angeles  Railway  has  put  into  effect  the  through  route  prin- 
ciple and  universal  transfers  as  applied  to  its  own  system  but  does  not 
exchange  transfers  with  the  Pacific  Electric  Railway,  although  this  would 
prove  of  advantage  to  the  city. 


Calirornla  Itatlnid  CoiiiiiilsHloti  KtiBtiictTliiK  l>i'i>t 


KIG.   13.      STUKKT  C'AH   I'M.OU    IN    III  SIM-:<«!<   HrjiTUKT   III  Ul\<;    i:\  K.MMi    lU  Ml    llol  H» 

The  relative  wldlli  of  lines  .show  the  volume  of  street  car  trattic  from  five  to  six  P.  M.  The  numbers  indicate  the 
cars  per  hour.  Notice  that  the  main  inivel  is  north  and  south  and  that  tlie  limit  of  capacitv  is  alreadv  reached  at  the 
.Ninth   Main  Street   "tiiroat     near   the   Pla/.a. 


Eij-A  TKic  Tka.vspiikiatidx  101 

Fig-.  13  shows  the  local  and  intcrurban  street  car  movements  during^ 
the  rush  hour  from  3:00  to  6:00  P.  M.  in  the  central  district.  It  will  be 
noted  that  here  the  main  travel  nf  Lus  .\nL;eles  is  northeast  and  south- 
west, that  is,  lengthwise  of  the  river  valley.  Attention  is  called  to  the 
large  volume  of  traffic  passing-  through  the  "throat"  on  North  Main  Street 
between  'rem])le  Street  and  Sunset  I'.oulevard,  and  Xn  the  large  amount 
which  turns  at  Seventh  Street  and  Broadway. 

The  use  of  a  lesser  headway  than  30  seconds  would  result  in  such  a 
low  schedule  speed  as  to  be  impracticable,  so  that  120  cars  per  hour  per 
track  is  about  the  limit  of  capacity.  The  maximum  number  <ti  cars  of  the 
Los  Angeles  Railway  Company,  per  hour.  oiK'rating  cm  Hill.  Broadway, 
Spring  and  Main  Streets,  is  as  follows: 

NUMBER  OF  CARS  IN  RUSH  HOUR  LOS  ANGELES  RAILWAY 

Northbound  Southbound 

Hill  Street  from  Fifth  to  Seventh .^4  36 

Broadway,  from  Fourth  to  Seventh 'AS  114 

Spring  Street,  from  Fourth  to  Seventh 107  86 

Main  Street,  from  Fourth  to  Seventh (i3  68 

Main   Street,  from  Temple  to  Sunset 112  1.51 

It  will  be  noted  that  the  limit  ni  \20  cars  per  hnur  is  actually  exceeded 
in  one  instance,  and  is  nearly  reached  in  three  others.  It  is  seen  that  the 
number  of  cars  that  can  be  operated  upon  t\}e  streets  leading  to  the  North 
Main   Street  throat  is  limited  tii  the  capacity  of  the  throat  itself. 

Rerouting 

In  connection  with  ])lans  for  a  union  station  at  the  Plaza,  some  rear- 
rangement of  the  car  lines  is  necessary,  and  it  was  thought  best  to  extend 
the  study  to  include  a  com])lete  rearrangement  of  the  lines  at  the  north 
end  of  the  Inisiness  district. 

In  that  part  of  the  Arncild  Rc])(irl  relating  to  lucal  street  railways, 
the  following  princij^les  are  enmnerated,  and,  as  far  as  possible,  these  have 
been  applied  in  our  plans  for  rerouting; 

1.  The  chief  problem  is  to  do  away  with  present  and  future  congestion  in  the 

business  district. 

2.  More  cross-town  and  circuit  lines  should  be  built. 

3.  Congestion   is  due   to  loops  and  curves.     A   car  passing  around   a  cruve 

takes  fully  50  per  cent  more  time  to  clear  the  crossing  than  a  car  pass- 
ing directly  across  the  street  at  right  angles. 

4.  The   threading   of   the   cars    from   the    traffic    of   one    street    into    that    of 

another  makes  impracticable  the  running  of  cars  in  pairs  at  high  speed 
at  street  intersections. 

5.  The  interurban  cars  should  he  eliminated   from   Main   .Street.      (This  has 

since  been  accomplishetl   to  a  large  extent  )iy   rerouting  to   San    Pedro 
Street.) 


THE  JOHN  mi^y..?}'.  HAYNES  AND 

DORA  HAvr::  r::j:it:MTiON 
LienA.iY 

LOS  ANGELES,    -  -    CALIFORNIA 


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Electric  Transportation  103 

Fig.  14  has  been  drawn  out  to  show  the  advantage  of  building 
a  street  car  subway  below  the  present  Broadway  tunnel.  This  sub- 
way, a  cross-section  of  which  is  shown  on  Fig  \2'K  can  be  built 
at  considerably  less  ost  than  a  separate  bore  and  will  not  disarrange 
the  normal  position  of  street  traffic.  It  will  provide  two  outlets- 
Broadway  and  Main  Street— to  the  north  instead  of  one— Main  Street— and 
will  permit  direct  routing  of  the  Broadway  cars  to  North  Broadway.  As 
Spring  Street  and  Broadway  combine  with  Main  Street  at  Ninth  Street  and 
near  Tenth  Street  respectively,  it  is  relatively  immaterial  which  streets 
are  used  between  First  and  Tenth  Streets.  The  volume  of  traffic  on  each 
will  be  maintained  as  at  present.  Incidentally  it  may  be  noted  that  additional 
outlets  to  the  south  will  be  as  necessary  as  at  the  north  end  of  the  city. 
One  will  be  provided  by  the  proposed  e-xtension  of  Broadway.  By  this 
arrangement,  it  is  seen  that  practically  all  of  the  curves  at  First  Street  will 
be  eliminated. 

Upon  the  completion  of  the  jimjected  Second  Street  tunnel,  it  is  desir- 
able that  tlie  car  line  operated  thniugh  it  should  continue  as  a  cross-town 
line. 

Fig.  15  shows  the  individual  routes  now  in  use.  Nearly  one-half  of 
the  cars  of  the  Grand  Avenue  line  now  operating  on  Broadway,  return  to 
North  Broadway  after  passing  through  the  North  Main  Street  throat. 

Fig.  16  shows  how  routes  have  been  rearranged  so  as  to  give 
the  least  car  interference  and  to  provide  as  direct  routing  as  pos- 
sible. The  number  of  cars  at  present  operating  through  the  throat  at 
North  Main  Street  have  been  divided  equally  between  the  two  throats  of 
the  new  plan.  However,  additional  cars  have  been  added  to  the  North 
Main  Street  throat  from  Temple  Street.  The  reduction  in  the  number  of 
cars  on  North  Main  Street  makes  it  possible  to  e.xtend  the  Temple  Street 
line  to  a  stub  terminal  on  North  Spring  Street,  thus  giving  the  district 
served  by  that  line  and  the  Sunset  Boulevard  district  of  the  Pacific  Electric 
more  direct  service  to  the  union  station,  if  located  at  the  Plaza.  A  part 
of  the  Grand  Avenue  line  will  continue  to  operate  on  North  Spring  and 
North  Main  Streets,  as  at  present.  The  Griffith  and  Griffin  line  will  re- 
main unchanged,  thus  giving  service  from  the  station  to  North  Broadway. 
All  other  lines  at  present  operating  on  North  Broadway  will  be  rerouted  to 
Broadway  and  through  the  proposed  sub-tunnel.  The  diversion  to  Spring 
Street  of  those  Grand  Avenue  caps  which  now  operate  on  North  Spring  and 
North  Main  Street  w'ill  reduce  the  number  of  cars  turning  at  Seventh  Street 
and  Broadway. 

The  maximum  number  of  f-os  Angeles  Railway  cars  north  of  Second 
Street  and  the  number  resulting  from  the  suggested  changes  in  route  are 
as  follows : 


I      CCNTRAt.    , 
I  PARK  I 


-ir------* 

PACIFIC  tLCCTRlC     2|, 

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CCPOT  ^[1 


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DO  ■•     eA>Pr>TM     AMD     AHirflW 

rieuRCA  iKOiCATt  CARS  r«o*«  i-rotp- 


SCALE.  IHFCET 


PLAT      SHOWING 

EXISTING  L  A   RY  CAR  ROUTES 

IN  VICINITY  OF   PLAZA 

LOS  ANGELES 


California  lUllroad  Commission  Engineering  Dept. 

FIG.  15.     KXISTI.\G  STKKKT  (AK  R(U  TKS- 


M.AZA  DISTRICT 


Notice  the  turns  at  First  Street  and  at  Sunset  Boulevard  and   how   three   of   the    main    streets    have    but    one    <iutlet    to    the 
!iorth. 


-t 4--- 

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STAT.O-      r       I 


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PLAT      SHOWING 

REROUTING  OF  LA    RY   CARS  NEAR  PLAZA 

UTILIZING    RECONSTRUCTED    BROADVVAY    TUNNEL 

LOS    ANGELES 


SCALE   IN  FCCT 


CASE   970 

APR    1911      MO   H-ll 


rulirornlu  Uullrtiatl  ruinriikNlnn  KiiBlnfiTliiK  I)v|)i. 

KKi.    Hi.      KKItOI 'ri.\<i    «>!••    STUKIST    fAHS — 1»I,A/.A    niSTHKT 

By  means  of  a  subway  b^:  w  the  existing  Broadway  tunnel  it  will  lie  possililc  lo  n  arrange  tlie  routes  as  shown.  Notire 
that  the  change  in  volume  of  traffic  on  Broadway,  Spring  and  Main  Streets,  south  of  Fir.^t  Street,  is  slight,  hut  Uiat  the 
routes    have    tieen    siinplKled.      The   !ar   Interference   has   been    greatly   reduced  bv   providing  the  additional    ■throat." 


Ki.iXTiuc  Tkansi'oktamon 


103 


PRESENT  AND  PROPOSED  NUMBER  OF  LOS  ANGELES  RAILWAY  CARS  IN 

BROADWAY,  SPRING  AND  MAIN  STREETS  NORTH  OF  SECOND  ST. 

Broadway  Spring  Main 

North  South    Total         North  South    Total         North  South    Total 

Present  ...   56  69         125  50  50         100  38  47  85 

Proposed    .    58  69         127  48  51  99  38  46  84 


SUGGESTED    ROUTES   NORTH    FOR    LOS   ANGELES   RAILWAY    LINES   ON 
BROADWAY,  SPRING  AND  MAIN  STREETS 
Mark  No.  of  Cars 

on  North-  South- 

Plans  Line  bound    bound       Present  Route  New   Route 

Boyle     Heights     and  Broadway  to  First     Main    St.    to    First 

West    Seventh    St.     29 
Grand     Avenue    and 


1 
2A 


North    Broadway..     12 


2B     Grand     Avenue     and 

North  Spring  St.. 


2C     Grand     Avenue     and 

North    Main    St.  .  .      12 

3A     Main      Street      and 

North  Broadway..     20 

3B     Main      Street      and 

North  Spring  St.  .        9 

4        West  Jefferson  St...      24 


Eagle     Rock    Valley 
&  Hawthorne 9 

Temple    Street     ....      14 


W'  e  s  t      Ninth     and 
Brooklyn    17 

Griffith  ,ind  Griffin..        9 


35 
16 


15 


14 


Broadway  to  First 
St. 

Broadway  to  First, 
t  o  Spring,  t  o 
Main,  to  Sunset, 
to  North  Broad- 
way 

Broadway  to  First, 
t  o  Spring,  t  o 
Main,  to  Sunset, 
to  North  Spring 
terminus 

Broadway  to  First, 
t  o  Spring,  t  o 
North   Main 


Main    St. 
St. 

Broadway  via 
Subway  to 
North  Broad- 
way 

Spring  to  Main,  to 
Sunset,  to  North 
Spring  terminus 


Spring 
Main 


to     North 


Main  to  Sunset,  to     Broadway  via  sub- 


27        North  Broadway 

Main  to  Sunset,  to 
9         North     Spring 
terminus 


w'ay     to     North 
Broadway 
Spring  to  Main,  to 
Sunset,  to  North 
Spring  terminus 


24     .Spring  to  Main,  to     I'nchanged 
Sunset,  to  North 
Spring  terminus 

Spring  to  Main,  to  Broadway  via  sub- 
way to  North 
Broadwav 


Sunset,  to  North 
Broadway 

Temple   to   Broad- 
wav   terminus 


Spring  to  Main,  to 

17 

Macy 

11 

Main  to  Sunset,  to 

North  Broadwav 

Temple  to  Main, 
to  Sunset,  to 
North  Spring 
terminus 

Broadway  via  tun- 
nel to  Macy  St. 
viaduct 

Main  to  Sunset,  to 
North  Spring,  to 
.Mpinc.  to  North 
Broadwav 


106  Los   Ant.i-.i.ks   Tkkminai.   Investigation 

It  should  be  noted  that  the  entire  Los  Angeles  Railway  operating  and 
financial  situation  is  at  this  time  the  subject  of  a  special  study  by  this 
department.  Matters  are  there  considered  that  have  no  immediate  bearing 
on  the  subject  of  this  report,  but  the  recommendations  here  made  will  be 
kept  in  mind  when  suggestions  are  made  in  the  other  report  on  the  Los 
.Vngeles   Railway  problem. 

PACIFIC  ELECTRIC  SYSTEM  AND  RAPID  TRANSIT  PLANS 

The  Pacific  Electric  Railway  is  a  standard  gauge  electric  road  giving 
both  interurban  and  local  passenger  service  and  with  a  considerable  freight 
traffic.  This  road  operates  about  1100  miles  of  track  and  is  one  of  the 
largest — if  not  the  largest — electric  railway  systems  in  the  world  from  the 
point  of  view  of  mileage.  The  company  serves  a  population  of  about  one 
million  in  over  fifty  incorporated  cities  and  towns  located  in  four  ditYerent 
counties. 

In  1918,  about  68,000,000  passengers  were  carried,  divided  about  equally 
between  interurban  and  local  or  five-cent  fare  passengers.  The  passenger 
revenue  was  $7,500,000,  and  the  freight  revenue  $2,350,000,  or  roughly  one- 
third  of  the  passenger  revenue.  The  figures  are  especially  noteworthy  as 
indicating  the  importance  of  the  freight  business,  both  as  a  source  of  revenue 
and  as  an  unusually  prominent  part  of  an  electric  road's  business. 

The  Southern  Pacific  Company  controls,  through  stock  ownership,  the 
Pacific  Electric  Railway  and  directs   its  policies.     The   Pacific  Electric  has 
a  considerable  interest   in   the   Los  Angeles   Union  Terminal    Company,   as 
discussed  in  another  chapter. 
Present  Conditions 

The  City  of  Los  Angeles  is  fortunate  in  having  this  system  of  electric 
interurban  lines  which  has  contributed  so  largely  to  its  growth  and  develop- 
ment. A  due  appreciation  of  the  importance  of  the  Pacific  Electric  system 
may  be  had  when  it  is  stated  that  in  1917  this  road  carried  65,000,000  passen- 
gers, while  in  the  same  year  the  steam  roads  of  the  entire  State  of  California 
carried  only  39,000,000. 


California  Railroad  Commission  Engineering  Dept. 

FIG.    17.      PASSK\«KR    TRAFFIC    FLOW    DIAGRAtl 

The  wicitli  of  haiul  represents  tlie  number  of  Internrban  passengers  oarvieil  by  the  Pacilic  Klectrlc  Rail- 
way in  both  (lireetions  during  the  vear  1917.  Observe  that  the  combined  traffic  from  the  Hill  Street  station 
is   greater   than    that   of   the    Long    Beach    Line,   showing   the   practicability   of  through    routing. 


!(1S 


Ancici.ks  Terminal   l.wiiSTR.ATiox 


Recommendations  in  Arnold  Report 

Mr.  Arnold,  in  his  rei)ort*  to  the  City  of  Los  Angeles  on  the  local 
transportation  problem,  after  drawing  attention  to  the  broad  constructive 
policy  followed  by  the  management  producing  the  network  of  electric  lines 
which  bind  together  the  ditterent  communities  of  the  district,  draws  atten- 
tion to  the  important  part  played  by  the  Pacific  Electric  in  the  prosi)erity 
of  this  entire- section  and  advises  that  the  continual  growth  ..I  this  inter- 
urban  system  should  not  be  hampered. 

He  stated  that  there  were  promising  possibilities  in  the  use  of  an 
elevated  structure  or  sul)way  running  from  the  rear  of  the  present  terminal 
building  back  to  and  across  the  river,  with  a  connection  in  the  vicinity  of 
the  Southern  Pacific  .Xrcade  Depot  to  the  four  tracks  of  the  southern  division 
running  to  Long  Reach.  San  Pedro,  Santa  Ana.  etc..  and,  after  crossing  the 
river,  the  extension  should  connect  with  the  northern  division  which  serves 
Pasadena.  Alhambra  and  other  foothill  communities.  This  is  virtually  the 
same  plan  as  submitted  by  the  Pacific  Electric  in  conjunction  with  the 
Southern  Pacific-Salt  Lake  jilan  for  the  use  of  the  former's  depot  as  a  joint 
station  for  the  two  roads. 

Mr.  .Arnold  further  advises  that  the  Pacific  Electric  should  be  encour- 
aged to  work  out  plans  to  provide  for  this  permanent  way  and.  at  the  same 
time,  to  make  public  the  plans  for  the  tunnel  connection  running  northwest 
from  tlie  Hill  Street  station  more  or  less  parallel  to  Sixth  Street.  He  recom- 
mends the  connection  of  the  Hill  Street  station  with  the  Main  Street 
station  by  means  of  a  subway  which,  however,  should  be  carefully  located 
so  as  not  to  interfere  w  ith  a  longitudinal  subway  which  may  eventually  be 
located  on  Broadway.  Spring  or  Main  Streets.  In  this  connection  it  should 
be  noted  that  Mr.  .Xrnold  counseled  very  generous  franchise  grants  by  the 
C"ity  as  at  least  a  i>artial  contribution  on  the  City's  part  compared  with 
the  amount  of  money  to  be  expended  by  the  Pacific  Electric.  The  franchise 
(!ucsti<in  is  considered  under  a  special  heading  in  this  report. 

It  is  important  to  note  that  it  was  decided  that  ultimately  there  would 
be  need  of  an  elongated  sub-surface  terminal  along  the  axis  of  natural 
growth  with  a  number  of  stations  for  the  distribution  and  collection  of 
passengers.  This  ))lan.  in  general,  is  one  whereby  interurban  passengers 
may  be  depositeil  or  picked  up  at  several  points  four  or  five  blocks  ajiart 
in  the  business  district  and  is,  we  believe,  superior  in  every  respect  to  the 
one-station  plan  whereby  passengers  leave  or  board  the  trains  at  one  point 
only.  'i"he  advantage  of  the  former  ])lan  over  the  latter  is  the  fact  that 
the  i)eople  receive  better  service,  since  the  station  is  nearer  the  point  of 
destination  whether  it  be  a  place  of  business,  a  hotel  or  more  or  less 
detinite  points  in  the  retail  or  wholesale  district.  Congestion  under  such  a 
plan  is  reduced  if  not  entirelv  avoided. 


Treliiniiiary    Report   tipon    tlic   'IVansportiuinn    I'ldlilcin    in    I.os    .\iikc1i-s.   Iiy    liicm    J. 
.XriioUl.  OctolMT,  1011. 


fu.ixrKic  Tkansi'dutation  109 

If  the  i>rescnt  cars  nr  linos  cjf  ilu-  Pacific  IClectric  doing  only  local  busi- 
ness remain  cm  the  snrface  nl'  the  streets — and  this  is  the  proper  place  for 
them — we  believe  something  could  be  accomplished  in  the  way  of  through 
routing  for  interurban  cars.  This  must  go  hand  in  hand  with  the  discard 
of  the  terminal  idea  and  the  adoption  of  the  "district  stop"  plan.  It  so  hap- 
pens that  the  number  of  passengers  now  carried  along  Main  and  San  Pedro 
Streets  when  added  to  those  now  carried  along  Hill  Street  north  of  the 
Hill  Street  station  ap])roximately  equals  the  number  of  ])assengers  carried 
out  Seventh  Street  plus  those  on  Hill  Street  south  of  the  Hill  Street 
station.  If  the  number  of  passengers  is  appru.ximately  the  same,  the  number 
of  cars  should  also  be  about  the  same,  and  this  is  the  factor  which  has 
probably  the  greatest  effect  on  the  possilnlity  of  through  routing. 

^\'hethcr  or  not  this  possibility  of  through  routing  and  the  evident 
approximate  balance  of  the  traffic  were  known  to  Mr.  Arnold,  \^■e  are  not 
advised,  but  in  an}"  e\ent  he  has  stated  as  follows: 

"Such  a  terminal  (referring  to  an  elongated  sub-surface  terminal)  would 
collect  the  electric  interurban  lines  of  the  west  and  northwest  at  a  point  near 
the  original  Plaza  and  the  interurban  lines  entering  the  City  from  the  south, 
the  west  and  the  southwest  at  a  center  located  in  the  vicinity  of  Pico  and 
Main  Streets." 

Causes  of  Lack  of  Growth 

Normal  development  of  the  system  has  to  some  extent  Iieen  retarrled 
by  several  causes : 

T.     The  increase  in  interference  due  to  grade  crossings. 

2.  The  increase  in  interference  due  to  street  traftic. 

3.  The  increase  in  automobile  competition,  public  and  private. 

4.  The   reduction   in   capital   expenditures   and   the   increase   in   expenses   on 

account  of  the  war. 

The  subject  of  grade  crossing  elimination   is  taken  up   in   Part   II. 

Interference  due  to  street  traftic  can,  of  course,  be  prevented  only  by 
taking  the  high  speed  lines  off  the  streets.  The  local,  or  street,  cars  can 
continue  to  use  the  present  routes. 

With  improvement  in  equipment  and  speed  and  especially  in  distribution, 
the  electric  lines  should  not  suft"er  in  the  future  to  the  same  extent  as  they 
have  in  the  past  from  automobile  competition. 

The  Ultimate  Rapid  Transit  System 

In  the  development  of  any  i)lan.  the  ultimate  system  must  be  kept  in 
mind  (if  it  can  be  foreseen)  in  order  that  it  will  not  be  necessary  to  undo 
later  on  what  is  first  attempted.  The  solution  of  the  interurban  terminal 
should  come  before  the  transcontinental.  In  other  words,  a  union  passenger 
terminal  should  be  located  to  secure  the  most  efficient  distribution  of 
passengers. 

In  the  development  of  a  rajiid  transit  system,  certain  general  principles 
must  be  applied. 


UO  Los   Anc.ki.ks   Tkkminai.   Lwksticatiox 

1.  For  rapid  transit  lines  serving  the  commuter  district,  an  elongated  ter- 

minal is  better  than  a  stub  terminal  because  passengers  are  not  left  at 
a  single  point  but  are  distributed.  Such  a  terminal  would  be  especially 
valuable  in  Los  Angeles  because  of  the  long  and  comparatively  narrow 
business  district.  For  hauls  beyond  the  commuter  zone,  stub  terminals 
are  preferable  but  they  should  be  adjacent  to  the  distributing  lines. 

2.  Through  routes  are  better  than  loops  for  rapid  transit  lines  because  they 

rci|uire  less  time  and  less  car  mileage. 

3.  There  should  be  at  least  four  entrances  or  trunk  lines  to  the  city  for  the 

interurban  system.  The  ones  opposite  should  be  connected  so  as  to 
secure   through   routing. 

4.  There  should  be  a  transfer  point  where  these  lines  cross. 

5.  The  subway  should  be  for  interurban  lines  only.     The  subway  stations 

are  three  or  four  blocks  apart  and  at  these  points  transfers  can  be 
issued  to  tlie  local  cars,  which  will  continue  to  operate  as  at  present. 

6.  From  an  operating  standpoint,  a  balanced  traffic  is  desirable. 

7.  Coach  yards  will  be  required  for  the  long  liaul  lines. 

8.  There  should  be  no  grade  crossings  in  subways,  not  even  at  junctions. 

9.  A  universal  transfer  system  is  desirable  if  it  tends  to  bring  about: 

a — elimination  of  duplicate  service, 
1) — better  distribution  of  passengers, 
c — uniform  fares, 
d — a  better  satisfied  public. 

10.  Elevated  lines  are  undesirable  in  commercial,  hotel,  retail  and  residence 

sections  on  account  of  noise,  unsightliness,  extra  climb,  detours  and 
the  shutting  off  of  light.  These  factors  are  of  less  importance  in  an 
industrial  or  wholesale  district. 

11.  The  justification   for  a  subway  is  sometimes  based  upon   the  density  of 

population  along  the  route,  hut  there  are  other  factors  which  are  of 
importance: 

a.  Greater  safety. 

b.  Greater  speed. 

c.  Greater  regularity. 

d.  Greater  capacity. 

12.  Open  cut  construction  is  less  objectionable  than  elevated  through  resi- 

dential districts,  is  less  expensive  than  subways  and  simplifies  the 
separation  of  grades. 

13.  In  developing  plans  for  a  rapid  transit  system,  the  possibility  of  ultiiuate 

electrification  of  the  steam  lines  should  be  kept  in  mind.  Some  of  the 
advantages  of  such  electrification  are  conservation  of  fuel  oil,  reduc- 
tion of  noise  and  smoke  and  fire  risk,  and  superior  tractive  qualities. 


PAtrx 


PL  A  sSi,  irtr 


OPCrt   Cur       Fcijir  rx^ctO 

ElCVAJCO  fOi/K    IKACmS 

TuhKl  ''OCT   TmACmS 

SoBWAt  POvK   r*4CMd 

LOCAL      i-iwrs       tfOUBLe     TWAC'i 

Pirexf<T  TWAnscoetjiNeftTAL    ftait^o-ioa 
Furuire     TrAnacoyTirrenTAL    Railtoaos 

SuOtvAV     OTxTiOn 

SxPirea^  3JAT'on 

Local   STAnor*  On    aoBwAr  0»  J^"   -iw 

fUm(3   s  0o*jLefAiros 


ADDITIONAL 

TRANSIT  FACILITIES 

LOS  ANGELES 

BCN  ^  ARNOtO 

LOS  4NCELES  TRANSPORTATION  PROBLEM 

CITY  COUNCIL 


?-23l 


Kroiii  niiiii  .1.   ArnuM  Ilelicirt    or  I'.Hl 

km;,   is.      \i>iirii<>\  \i.    rnvNMi'  i' v<  ii.i  i'ii;> 

This    plan    is    reproduced    from    the    Arnold    report    issued   in   1911   and   is  tl.u   most  iinpurtant  exi.ll.il    n.    it.      It  shows 
Mr.    Arnolds    suggestions    for    improvement    in    transportation  and  should  bo  compared  wltli   !• »,.   1J4. 


112 


Los  Anoei.ks  Ti;kmixai.   l.w  i:stu;ation 


SATELLITE  MAP-LOS  ANCELES  DISTRICT 
DIAGRAM  or  RAPID  TRANSIT  LINES 


I 


COnPILCD  BT 
CCORCC  A.  OAnON 


Ellllbit   Ni».   :i  (.'ity  riaiiiiing  Assucialiun 

FIG.    19.      DIAGRAM    OF    KAPID   TRANSIT    MNES 

This  map  was  presented  to  show  how  all  subcenters  in  the  Metropolitan  area  would 
be  reached  from  two  main  truck  lines  with  a  common  transfer  point  at  their  intersection. 
Through  routes  with  a  balanced  traffic  are  advocated 

Fig.  18,  in  which  these  principles  are  applied,  is  repruduced  from  the 
Arnold  report  and  is  unciuestionalily  the  most  important  exhil)it  in  that 
work.     It  merits  careful  study. 

Fig.  19  is  Exhihit  No.  2  of  the  City  Planning  Association.  It  is 
diagrammatic  and  shows  how  the  through  route  principle  can  be  applied 
in  Los  Angeles.  The  four  central  rays,  as  interjjreted  and  applied 
by  us,  are  the  Tunnel  west  of  Hill  Street,  the  Elevated  east  of  Main  Street, 
the  Subway  in  Main  Street,  and  the  (")pen  Cut  in  the  territory  south  of  the 
business  center. 

The  First  Suhrva^s 

Main,  S])ring,  Broadway  and  Hill  Streets  are  the  ])rinci])al  north  and 
south  streets  in  the  present  business  district  of  Los  Angeles.  This  district 
is  a  long  and  comparatively  narrow  belt  of  territory.  Therefore,  the  first 
subway  should  be  in  one  of  these  streets.  The  principal  travel  is  along 
them.  On  the  other  hand,  if  the  first  subway  were  to  be  built  on  the  other 
axis,  there  would  be  a  tendency  for  the  business  district  to  elongate  in  that 
direction  and  there  would  be  a  consequent  depreciation  of  values  along  the 
present  axis  of  growth. 

For  the  first  subway.  Main  Street  has  several  advantages  over  the 
streets  parallel  with  it : 


Electric  Traxsportation  113 

1.  It  bisects  a  broader  belt  of  business  territory  than  would  streets  west  of 

it,  and  the  distance  to  Hill  Street  would  be  no  greater  than  half  the 
distance  between  stations. 

2.  Main  Street  is  a  through  street. 

3.  There  are  few^er  underground  obstructions  in  Main  Street  than  in  either 

Spring  Street  or  Broadway. 

4.  The  present  Pacific  Electric  terminal  is  at  Sixth  and  Main  Streets. 

Ultimately,  the  Pacific  Electric  northern  division  lines  might  be  con- 
tinued south  on  Main  Street  to  connect  possibly  with  the  Santa  Monica 
Short  Line  and  the  Redondo  line  electrified.  As  a  first  step,  however,  it 
might  be  sufficient  to  terminate  the  northern  lines  at  Sixth  and  Main  Streets 
with  a  temporary  loop. 

Subrva^)  West  from  Hill  Street  Station 

"Several  years  ago  a  tunnel  enterprise  was  proposed  to  take  care  of 
the  tratific  to  Santa  Monica  and  vicinity,  but  the  financial  depression  caused 
a  delay  in  pushing  the  undertaking.  The  growth  of  the  Hollywood  dis- 
trict, the  opening  up  of  the  San  Fernando  \'alley  and  the  extension  of  the 
electric  lines  into  this  district  through  the  Cahuenga  Pass  would  seem  to 
be  additional  reasons  for  the  construction  of  this  double  track  outlet  through 
the  hills  west  of  the  business  center."     (Quoted  from   B.  J.  Arnold  report.) 

As  noted  before,  the  "Hill  Street  subway"  was  undertaken  some  five 
or  six  years  before  the  date  of  the  Arnold  report.  This  is  a  local  name  for 
a  proposed  subway  or  tunnel  west  from  the  Pacific  Electric  Hill  Street 
Station  to  Vermont  Avenue  and  thence  by  elevated  or  surface  railway  to 
\'ineyard.  The  sum  of  $1.-^90.000.  exclusive  of  taxes,  engineering  and 
interest,  was  expended  toward  the  acquisition  of  right  of  way  and  sub- 
surface rights  for  this  line. 

This  project  is  desirable  as  it  will  retnove  the  express  service  from  the 
streets  and  will  result  in  a  saving  of  both  time  and  distance.  Furthermore, 
it  will  pave  the  way  for  a  connection  with  the  station  at  Sixth  and  Main 
Streets. 

Connection  of  Suhiva\)  West  of  Hill  Street  ivith  Main  Street  Station 

This  connection  is  very  desirable,  in  order  to  secure  through-routing. 
The  stub  terminals  can  still  be  used  for  the  long  haul  business.  It  would 
be  inijjracticable  and  undesirable  to  extend  the  present  elevated  west  of 
its  present  terminus,  but  it  could  still  be  used  for  the  stub  terminal.  As 
the  north  and  south  subway  in  Main  Street  would  be  built  first,  it  would 
be  nearest  to  the  curface.  while  the  east  and  west  subway  would  be  in  Sixth 
Street  and  would  pass  beneath  the  other.  There  would  be  an  underground 
transfer  station  at  Sixth  and  Main  Streets  where  the  subway  lines  would 
cross. 

The  subway  could  continue  west  to  Pershing  Square  and  continue 
diagonally  across  the  square  to  Olive  Street,  where  it  could  enter  the  hill 
far   enough   below  private  property   to  entail   nominal   damages  only,  and 


114 


Los  Angeles  Terminal   Invicstigatiox 


could  join  ihe  proposed  right  ut  way  west  of  the  Hill  Street  station.  The 
station  would  be  used  for  the  stub  terminal  business.  The  damage  to  the 
park  would  be  small  and  temporary. 


J     L 


J     L 


rOHOU.v\«OOD 
ASANTAHOMC* 


n   r 


Plan    for  thru  ROUTING 

Of 

RAPID  TRANSIT  SUBWAY  UNCS 


California  Rallrnad  Commission  Engineering  I>epl. 

FIG.  20.      STVDY    SHOWING    RAPID   TH ANSIT   SlIBWAY    KOUTES 

Tlie  Main  street  and  Hill  Street  .stations  can  be  combined  and  through  routing  ob- 
tainetl  by  a  subway  beneath  Pershing  Square.  Temporarily  the  Main  Street  line  can 
terminate  at  the  Sixth  Street  station  using  the  "Loop." 

I'^ig.  20  has  been  drawn  to  show  the  practicability  nf  the  alignment 
and  grades.  ()ne  of  the  advantages  of  the  plan  is  that  it  w.iuld  nut  neces- 
sitate the  acquisition  of  e.\])ensive  central  property. 

Eastward  from  Main  .Street  station  it  will  be  possible  to  connect  the 
subway  with  an  elevated  1)\-  means  of  an  incline  from  under  Wall  Street 
up  ()\er  San  Pedro  Street.  It  will  be  necessary  to  close  San  Julian  Street 
and  tci  regrade  Wall  Street  between  .Sixth  and  .Seventh  treets.  The  resulting 
damage  to  property  will  doubtless  be  less  than  the  extra  cost  of  extending 
the  subway  east  to  Alameda  Street — the  first  point  where  the  transition 
to  elevated  could  be  made  without  closing  streets.  The  grade  of  the  in- 
cline would  be  .S  per  cent,  but  this  rate  is  equalled  for  short  inclines  in 
the  Boston  subways. 

The  possibility  for  a  balanced  traffic  for  through  routes,  or  the  use  of 
"lap"  system  (in  which  cars  run  through  the  business  district  before  turning 
back)  is  indicated  on  Fig.  17,  page  107. 


Ei.iXTKic  Traxsportatiox  115 

Elevated  Line  Eastward  from  Main  Street  Station 

The  present  Pacific  Electric  plan  in  the  City  of  Los  Angeles  is  the 
"one-station  plan."  Tlie  construction  of  an  elevated  roadway  easterly  from 
the  present  Main  Street  station  connecting  with  the  southbound  tracks  of 
its  southern  division  and  the  tracks  of  its  easterly  division  leading  to 
Pasadena.  Aihambra,  San  Bernardino,  etc.,  is  a  further  development  of  this 
plan. 

Unfcirtunatcly.  the  construction  nf  this  elevated  roadway  would  possibly, 
and  prMhably,  interfere  with  the  development  of  a  plan  whereby  interurban 
trains  would  be  run  north  through  the  business  district  with  stops  ap- 
proximately four  blocks  apart. 

The  northern  and  eastern  divisions  would  furnish  much  better  dis- 
tributifin  by  entering  the  business  district  at  the  north.  The  matter  of 
distribution  is  of  less  moment  for  the  long  haul  lines  than  for  the  lines 
serving  the  commuter  district,  but  it  is  to  the  interest  of  the  merchants 
of  Los  Angeles  that  the  commuting  radius  be  increased  tu  the  fullest  ex- 
tent. One  hour  is  considered  about  the  limit  of  commuting.  Although  the 
elevated  route  across  the  river  would  cost  less  than  the  route  utilizing  a 
subwa_\-  in  Main  Street,  the  distance  would  be  eight-tenths  of  a  mile  longer, 
and  hence  it  would  shorten  the  commuting  radius  by  that  distance. 

The  construction  of  the  elevated  would  probably  fill  the  need  for  rapid 
transit  to  such  an  extent  as  to  delay  the  construction  of  the  north  and  south 
subway. 

Transportation  between  Los  Angeles  and  Pasadena 

Outside  the  City  of  Los  .\ngeles  the  electric  interurban  traffic  question 
affects  this  report  particularly  in  relation  to  rapid  transit  between  Los  An- 
geles and  Pasadena.  .\  movement  has  recently  assumed  large  i>rop(irtiijns  in 
the  City  of  Pasadena  looking  towards  the  early  development  of  a  better 
rapid  transit  system  between  that  City  and  Los  Angeles.  A  municipal  rail- 
way between  the  two  cities  was  ])ropnsed  b\'  the  Pasadena  City  Cummission 
Years  ago  a  bicycle  pathway  between  Los  .\ngeles  and  Pasadena  was  pro- 
posed, and  a  considerable  portion  of  a  private  right  of  way  was  acquired. 
55.000  was  piid  for  an  option  on  this  right  of  way  and  an  ordinance  was 
passed  calling  for  an  election  in  Pasadena  for  the  issuance  of  bonds  to 
acquire  all  of  the  necessar\-  right  of  way.  An  ap])raisal  of  all  of  the 
necessarv  right  of  way  for  the  entire  line  with  certain  portions  of  the 
route  in  alternative  shows  an  estimated  cost  of  $700,000.  Detailed  estimates 
and  surveys  were  not,  as  far  as  we  know,  ever  made.  Piut  among  the  plans 
considered  by  the  City  Commission  was  one  under  which  the  City  would 
provide  the  right  of  way  and  roadway  complete  with  tracks  and  ready  for 
operation  and  lease  this  ])roperty  to  an  operating  company  under  conditions 
somewhat  similar  to  the  contracts  in  effect  on  the  later  New  York  subway 
and    elevated   lines.      During  the  period   of  the  war  and   while   the   Capital 


(>    I'ASAUKNA 


This  is  one  of  the  plans  for  a  direct  route  between  Pasadena  and  Los  Angeles  by  way  of  the  Arroyo  Seen.  It  is  about 
one  mile  shorter  than  the  Pasadena  short  line.  We  have  reconinieiuied  that  the  proposed  right  of  way  of  tlie  Santa  Fe  be 
used    jointly    for    the    steam    and    electric    roads,    (Chapter    IX). 


Er.ECTRIC  TKAXSi'llkTATION  117 

L'sues  Ccimmittee  Icioked  with  disfavor  on  any  capital  expenditures  not  abso- 
lutely necessary,  this  project  was  not  advanced. 

It  was  not  necessary,  in  this  report,  to  pass  on  the  question  of  the  neces- 
sity and  desirability  of  the  development  of  new  electric  interurban  transpor- 
tation facilities  between  Los  Angeles  and  Pasadena  along  the  lines  suggested 
for  the  "Municii)al  Railway."  Rut  it  is  certain,  in  our  opinion,  that  the  very 
heavy  expenditures  lor  the  new  rights  of  way  are  unreasonable  from  every 
])oint  of  view  if  there  can  be  made  available  existing  rights  of  way  giving 
the  same  results  as  far  as  rapid  transit  is  in  question.  Such  rights  of  way 
are  now  available.  The  jiroject  of  the  Municipal  Railway,  if  it  is  revived, 
should  be  combined  with  the  cpiestion  of  the  elimination  of  grade  crossings 
on  the  Santa  Fe  and  the  Salt  Lake  lines  and  the  construction  should  be  such 
that  all  tracks  for  both  steam  and  electric  lines  are  on  one  right  of  wav  and 
that  the  roadbed  is  of  sufficient  width. 

There  are  at  ]iresent  four  lines  of  railroad  between  Los  Angeles  and 
Pasadena : 

1.  The  Santa  Fe,  over  which  no  local  trains  are  operated. 

2.  The  Salt  Lake,  over  which,  at  present,  diirinR  the  period  of  Federal  con- 

trol four  trains  are  operated  daily. 

3.  The   Pasadena  shortline  of  the   Pacific   Electric,  over  which  ninety  trains 

are  operated  daily,  and 

4.  The  Pasadena  Avenue  line  of  the  Pacific  Electric,  over  which  local  service 

is  given. 

We  believe  that  the  people  of  Los  Angeles  and  Pasadena  will  best  be 
served  by  one  high-speed  electric  line  with  ])ossibly  four  tracks  (local  cars 
on  outside  tracks;  express  trains  in  iinier  tracks).  I'lxpress  trains  should  be 
through  trains  and  should  not  make  more  than,  say,  one  stop  between  Los 
Angeles  and  Pasadena.  This  line  should  follow  a  shorter  route  than  the 
present  shortline  on  the  Pasadena  Avenue  line  and  it  should  be  altogether 
free  from  grade  crossings.  It  shinild  be  constructed  along  the  drainage  of  the 
Arroyo  Seco  since  this  line  furnishes  the  most  direct  route  over  which  it  is 
feasible  to  build  an  economical  road.  Then,  if  it  becomes  necessary  to  main- 
tain service  between  Pasadena  and  Los  Angeles  on  the  steam  lines  of  the 
Salt  Lake  and  the  Santa  Fe,  even  if  the  steam  passenger  trains  are  through 
trains,  these  two  roads  should  occupy  the  same  right  of  way  as  the  electric 
lines,  and  there  would  then  result  a  six-track  line.  The  proposed  re-location 
of  the  Santa  Fe,  which  will  be  discussed  hereafter  (Chapter  IX)  will  provide 
the  possibility  for  such  a  right  of  way. 

Legal  Matters 

It  is  stated  in  the  charter  that  "no  franchise  for  an  elevated  structure 
or  subwav  shall  be  granted  in  or  along  any  street  or  way  in  a  longitudinal 
direction."  It  is  not  clear  that  the  City  could  lease  its  own  subways  to  an 
operating  coni])anv  as  is  done  in  New  York.  It  would  seem  that  the  char- 
ter restrictions  are  rather  severe  in  that  they  will  tend  to  prevent  or  delay 
the  building  of  adequate  rapid  transit  terininal  facilities  and  thus  retard  the 


lis  Los   AxGliLliS    TiiRMINAI.    IWestigatiox 

natural  growth  of  the  City.     For  this  reason,  it  is  recommended  that  these 
restrictions  should  l)e  modified  by  a  charter  amendment. 

Recommendations 

We  recommend  that  the  Los  Angeles  Railway  cars  be  re-ronted  to  avoid 
car  congestion  near  the  site  of  the  Plaza  terminal  by  the  construction  of  a 
sub-tunnel  under  the  present  Broadway  tunnel  and  the  re-routing  as  sug- 
gested above  in  detail.  This  recommendation  is  made  with  the  provision 
that  it  will  I)e  in  harniniiy  and  corresjjond  with  more  far-reaching  recom- 
mendations that  will  be  j)roposed  in  the  reccjmmendations  in  Los  Angeles 
Railway  Application  (Aj)pl.  4238)  decision  by  the  Commission. 

With  reference  to  the  Pacific  Electric,  we  recommend  the  construction 
of  a  subway  from  the  present  Pacific  h^ectric  station  at  Sixth  and  Main 
Streets  northerly  along  Main  .Street  to.  and  under,  the  Plaza  union  station. 
changing  to  an  elevated  railwa}'  along  Ramirez  .Street  and  meeting  the 
present  line  at  the  .\liso  Street  Bridge.  From  here,  this  line  would  continue 
as  an  elevated  railway  to  Brooklvn  where  the  present  tracks  would  be  met. 
We  also  recommend  that  the  Pacific  I'~lectric  continue  the  present  elevated 
structure  at  the  rear  of  its  Main  Street  station,  elevating  the  Long  Beach 
line  to  Fourteenth  Street.  This  elevated  railway  should  be  so  designed  that 
later  connection  can  be  made  with  a  subway  in  Sixth  Street.  The  transit 
from  elevated  to  subway  is  to  be  made  from  San  Pedro  to  Wall  Street. 

I'urther  development  of  the  electric  interurban  rapid  transit  in  the  more 
distant  future  should  follow,  generally,  the  lines  laid  down  in  the  Arnold 
re])ort  and  in  this  chapter. 

b'nrtlier  recommendations  for  the  Pacific  Electric  Railway  in  connection 
with  rapid  transit  and  the  unification  of  railways  between  f.os  Angeles  and 
Pa.sadena  and  the  elimination  of  grade  crossings  in  this  district  will  be  found 
in  Chapter  IX. 


PART  II— THE  ELIMINATION  OF 
GRADE  CROSSINGS 


Chapter  V — Grade  Crossing  Elimination  in  General. 

Chapter        VI — Depression  of  Tracks  tor  Elimination  of  (}rade 
Crossings  at  the  Los  Angeles  River. 

Chapter     VII — Present  and  Proposed  Bridges  Over  the  Los  Ange- 
les River. 

Chapter   VIII — Alameda  Street  Grade  Crossings. 

Chapter       IX — Elimination  of  Other  Crossings  at  Grade. 


CHAPTER  V. 
OUTLINE 


Scope  of  Inquiry 
Complaints 


District  in  Which  Crade  Crossing  Elimination  Is  To  Be  Considered 
Plans  Proposed  for  (irade  Crossing  Eliminatiim 
Necessity  and  Advisability  of  Eliminatidii 
Street  Traftic  in  Ceneral 


CHAPTI'.R   \- 

GRADK  CROSSINC  l-:i.l  M  I  XA'IK  )N  IN  (IKNERAL 

SCOPE  OF  INQUIRY 

Before  takin;^-  up  in  iK-t.iil  llu-  \ariims  ])laiis  presented  fur  llu-  anielic  iration 
of  the  srade  crossing  situaticu.  it  appears  a.ihisalile  to  re\ie\v  the  formal 
complaints  to  the  Commission,  which  led  to  this  in\estii;ation,  and  give 
consideration  to  the  district  in  which  special  studies  are  necessary. 

Complaints  cf  Applicants 

In  Decision  No.  3805,  decided  October  21.  1916,  the  Commission  reviewed 
in  brief  the  complaints  in  these  consolidated  Cases.  Nos.  970,  '^71.  972,  974, 
980,  981  and  983. 

Referring  to  this  decision,  it  will  he  noted  that  in  Case  970  the  Com- 
mission is  asked : 

"....to  order  relief  bj-  reclaiming  .•Manieda  Street  and  other  streets,  hy 
the  improvement  and  abolition  of  grade  crossings,  by  the  installin.g  of  a  union 
terminal  and  by  reorganization  of  the  traffic  situation,  so  that,  as  far  as 
possible,  the  operation  of  the  lines  of  the  defendants  across  the  streets  of  the 
City  of  Los  Angeles  may  be  clinnnated,  locating  said  terminal  station  in  as 
accessible  a  location  as  possible  to  the  main  lines  of  street  and  interurban 
electric   railroads." 

The  defendants  in  this  case  were  the   Southern    Pacific,  the   Santa    Fe  and 
the  Salt  Lake:  the  Pacific  I'^lectric  was  not  included. 

The  complaint  itself  is  general,  hut  in  I'.xhihits  ".V"  and  "H"  we  find 
specific  mention  of  certain  crossings,  {''.xhiijit  ".\"  is  a  re])ort  to  the  Via- 
duct Committee  of  the  City  Council  under  date  of  May  12,  1916,  by  Messrs. 
Homer  Hamlin,  F.  D.  Howell  an<l  .'^^anniel  .Storrow.  Exhibit  "P."  is  another 
report  to  the  Executive  Committee  of  the  Municijjal  League  of  Los  Angeles 
dated  April  7,  1916,  and  is  signed  by  Samuel  Storrow.  In  Ivxhibit  "A" 
(incorporated  in  this  re])ort  on  page  125).  "the  district"  in  which  it  is  a 
"vital  necessity  to  separate  the  grades  of  the  railroads  from  those  of  the 
streets"  is  described  as  "adjacent  to  the  Los  Angeles  River  and  extending 
froin  North  Broadway,  south  to  the  south  city  limits."  The  streets  within 
this  district  crossing  the  Los  Angeles  River  or  otherwise  in\-ol\ed.  are  given 
as  follows : 

Main  .Street  First  Street 

Alhambra   Road  Fourth  Street 

Macy   Street  Seventh   Street 

Aliso   Street  Ninth  Street 

Of  these  eight,  the   following  six  are  considered  as  "necessary  arteries  for 
through  traffic  to  l)e  treated  for  the  imtnediate  separation  of  grades": 
Main  Street  Fourth  Street 

Macy   Street  Seventh   Street 

First   Street  Ninth  Street 

Exhibit  "B"  recommends  a  much  broader  course  of  action  :  This  re- 
port,  like    Exhibit   "A",   does   not   mention   a    union   terminal   and    concerns 


122  Los  Angkles  Tkuminal   Investigation 

itself  only  with  the  elimination  of  fjrade  crossings,  except  that  the  treatment 
suggested  involves,  to  some  extent,  the  relocation  of  certain  tracks. 
The  recommendations  in  Exhibit  "B"  are  these: 

(a)  .\11   grade   crossings   now   used   by   passenger   trains    in    regular   service 

must  be  eliminated. 

(b)  All  grade  crossings  used  by  through  freight  trains   (in  distinction  from 

freight  cars  being  run  on  to  a  warehouse  spur  track)  must  be  elimin- 
ated. 

(c)  The  use  of  all  grade  crossings  which  are  permitted   to  remain   must  be 

regulated  and  made  as  safe  as  possible. 

(d)  The  requirement  is  a  comprehensive  design  which  can  be  available  for 

continuous  development  so  as  to  cover  the  grade  crossings  now  to  be 
improved  and  so  as  to  be  continued  along  similar  lines  for  the  im- 
provement of  grade  crossings  hereafter  to  be  improved, 
(c)  The  most  important  crossings  calling  for  immediate  improvement  are 
those  of  .\Iameda  Street,  Macy  Street,  Aliso  Street,  Seventh  Street 
and  Ninth  Street;  all  crossing  the  Santa  Fe  tracks,  the  river  and  the 
Salt  Lake  tracks. 

(f)  The  right  of  the  Southern  Pacific  to  use  .\lameda  Street  must  be  with- 

drawn excepting  insofar  as  it  may  prove  necessary  to  use  an  Alameda 
Street  track  for  delivering  freight  cars  to  adjacent  spur  tracks. 

(g)  It   is  advised   tliat   the   Soutliern    Pacific   and   the    Santa    Fe   occupy   an 

adjacent  system  of  tracks  on  the  west  bank  of  the  river  bed  and  that 
the  cars  of  through  freight  which  are  not  to  be  opened  and  which  are 
for  delivery  to  consignees  in  Los  Angeles,  be  handled  in  a  system  of 
freight  yards  outside  the  city  limits. 

(li)  The  trackage  on  the  east  and  west  banks  of  the  Los  Angeles  River  used 
for  through  freight  or  passenger  trains  shall  be  lowered  from  eight  to 
ten  feet  below  the  present  grade,  and  the  streets  crossing  these  tracks 
shall  be  built  up  to  an  increased  grade  until,  reaching  the  railroad 
right  of  way,  they  enter  a  viaduct  crossing  the  Southern  Pacific,  the 
Santa  Fe,  the  River  and  the  Salt  Lake,  and  agaiii  reach  an  embank- 
ment at  the  east  side  of  the  right  of  way  of  the  Salt  Lake. 

(i)  The  cost  of  readjusting  the  railroad  grades  and  rights  of  way  shall  be 
borne  by  the  railroads,  and  the  cost  of  the  remainder  of  the  structures 
and  the  damages  shall  be  borne,  one-half  to  one-third  by  the  railroads 
and  the  remainder  by  the  City  and  County,  or  by  an  assessment  area 
extending  over  as  much  frontage  as  possible. 

Tn  Case  971,  the  complainant  does  not  mention  any  crossings  specifically, 
riic  complaint  is  similar,  in  substance,  to  Case  970,  with  the  exception  that 
the  petition  for  eliminatinn  cif  crossings  is  accompanied  by  a  [letition  for  a 
reorganization  of  railroad  traffic.  It  is  asked  that  as  far  as  possible,  the 
railroads  of  the  defendants  along  or  across  the  streets  be  eliminated  to  the 
extent  that  switching  facilities  would  not  be  impaired. 

The  complaint  in  Case  972  is,  in  effect,  similar  to  that  in  Case  ^'71. 

In  Case  974,  the  City  of  Pasadena  asks  the  Commission  to  rescind  its 
order  made  in  Case  938,  which  order  provided  for  the  construction  of  an 
interlocking  plant  at  the  crossing  of  the  Santa  Fe.  the  Salt  Lake  and  the 
Pacific  FJectric  Railway  at  Aliso  Street  and  adjacent  to  the  Los  .\ngeles 
River.     In   addition,   the    City   of   Pasadena   complains    in    particular  of   the 


Grade  Crossing  Ei  imination    in    CiKnicrai.  123 

crossings  of  the  Pacific  Electric  Railway  and  Missicm  Road  (or  lluntinj^ton 
Drive). 

In  Case  980.  the  City  of  Alhanihra  makes  complaint  almost  identical 
with  the  complaint  in  Case  974. 

In  Case  981.  also,  the  City  of  San  (iabriel  makes  complaint  almost  the 
same  as  that  in  Case  974. 

In  Case  983.  the  City  of  South  Pasadena  also  makes  a  nmiplaint  nc-arlv 
identical  with  that  in  Case  974. 

DISTRICT   IN    WHICH    GRADE    CROSSING   ELIMINATION 
IS  TO  BE  CONSIDERED 

It  will  be  noted,  therefore,  that  with  the  exception  of  the  crossings  of 
Mission  Road  and  the  Pacific  Electric,  all  of  the  crossings  referred  to  lie 
within  the  so-called  Los  Angeles  railroad  and  industrial  district.  This  in- 
vestigation is  confined,  then,  for  reasons  given  heretofore,  to  the  grade  cross- 
ings within  this  district,  which,  roughly,  is  bounded  on  the  north  by  North 
Broadway,  on  the  south  by  the  south  city  limits  near  Twenty-fifth  Street, 
on  the  east  by  a  line  east  of  and  adjacent  to  the  east  bank  of  the  Los  An- 
geles River,  and  on  the  west  by  a  line  west  of  and  adjacent  to  .Alameda 
Street. 

In  addition,  the  grade  crossings  between  Los  .Angeles  and  Pasadena 
ha\e  also  been  studied. 

PLANS  PROPOSED  FOR  GRADE  CROSSING  ELIMINATION 

There  ha\e.  in  general,  been  three  remedies  proposed  lor  the  ameliora- 
tion of  the  present  grade  crossing  condition  of  the  steam  railroad  tracks: 
two  remedies  for  crossings  adjacent  t"  the  Los  Angeles  River  and  one  for 
Alameda  Street. 

This  subject  was  touched  upon  in  the  "Preliminary  Re])ort  upon  the 
Transportation  of  Los  Angeles"  by  Bion  J.  .Arnold.  October,  1911.  In  this 
report  it  is  stated  that  there  are  three  kinds  of  grade  crossings  that  are 
desirable  to  eliminate.  Of  these  three  kinds,  those  of  the  high-sjieed  inter- 
urban  electric  trains  are  deemed  tlie  most  dangerous:  those  of  steam  freight 
main  lines  and  switching  tracks,  the  most  inconxenient :  and  transcontinental 
passenger  traf^c  at  grade,  the  least  justifiable.  The  remedy  pro])oscd  was. 
in  brief,  the  construction  <if  long  viaducts  carrying  the  streets  o\er  not  only 
the  Santa  Fe  and  the  Salt  Lake  tracks  on  both  sides  of  the  river,  but  also 
across  a  large  portion  of  the  industrial  district  as  well.  It  was  suggested  that 
the  first  viaduct  of  this  character  be  built  on  Fourth  Street,  commencing  at 
Main  Street,  crossing  the  municipal  railroad  tracks  on  San  Pedro  Street, 
going  over  the  present  Southern  Pacific  tracks  on  and  contiguous  to  .Alameda 
Street,  and  connecting  with  the  present  viaduct  over  the  Santa  Fe  yards. 
The  e.xisting  viaduct  crosses  the  river  and  is  built  over  the  Salt  Lake  rail- 
road yards.  Under  this  plan  it  was  i)roposed  to  collect  and  deliver  goods 
from   the   second   story   of   buildings,    thus   increasing   present    facilities   for 


124  Los  Angei.es  Terminal  Investigation 

haiulliiiij  the  business  of  imliistries  now  located  along  the  viaduct,  .\dding 
the  advantage  of  switching  carload  freight  to  and  from  buildings  on  the  lower 
or  present  street  level,  the  double-decking  of  the  street  was  considered  a 
decided  advantage  which  would  add  to.  rather  than  detract  from,  the  value 
of  all  industrial  property. 

Then,  if  the  Fourth  .Street  viaduct  proved  its  usefulness,  the  First  Street 
viaduct  could  be  continued  in  a  similar  manner.  .Another  connection  be- 
tween the  business  center  and  the  east  part  of  the  city  could  be  provided  for 
by  a  similar  viaduct  on  Sixth  Street,  from  Main  Street  to  Boyle  .\venue. 

It  appears  that  Mr.  .Arnold's  idea  was  to  standardize  the  elimination  of 
grade  crossings  along  the  river  by  carrying  the  streets  over  the  tracks.  In 
connection  with  such  grade  separation,  the  double-decking  of  Los  .\ngeles 
Street,  running  north  and  south,  ])arallel  to  the  main  line  railroad  track, 
was  also  advocated. 

Under  date  of  June  17.  191.^.  the  Board  of  Public  Utilities  of  the  City 
of  Los  .Angeles  published  a  report  of  its  Chief  Engineer.  Mr.  F.  D.  Howell, 
on  grade  crossing  elimination,  transportation,  congestion,  and  viaducts  across 
the  industrial  district.  This  report  advocated  the  construction  of  the  fol- 
lowing viaducts : 

Street  From  To 

North   Main   Street.  Clover    Street.  Sunset  Boulevard. 

Macy  Street.  Mission    Road.  North  Main  Street. 

First  Street.  Boyle  Avenue.  Near  San  Pedro  Street. 

Fourth  Street.  Boyle  Avenue.  Crocker  Street. 

Seventh   Street.  Near   Boyle   .Avenue.  Near  Central  .\venue. 

Ninth  Street.  Soto    Street.  McGarry  Street. 

The  cost,  including  three  100-foot  spans  across  the  river,  where  needed; 
the  removal  of  the  Los  Angeles  Railway  tracks  and  the  replacing  of  the 
same  on  viaducts;  the  widening  of  the  streets  for  approaches;  engineering; 
advertising;  and  10  per  cent  additional  for  contingencies,  was  estimated  at 
$4,2t)0,000.  or  an  average  of  $120  i)er  foot  of  viaduct. 

It  is  evident  that  this  jdan.  in  its  general  aspects,  is  similar  to  the 
Arnold  plan. 

In  his  testimony  before  the  Commission.  Mr.  Howell  stated  that  at  the 
time  this  report  was  written,  he  had  in  mind  the  advantages  of  maintaining 
the  tracks  on  Alameda  .Street.  If  .Alameda  .Street  tracks  are  to  be  main- 
tained and  grade  crossings  eliminated,  a  viaduct  must  be  built  to  go  over  all 
territory  l)etween  the  river  and  Main  Street.  When  the  public  realized 
what  this  meant,  "storm  was  raised  against  any  viaducts  of  such  great 
length."  F(jllowing  the  agitation  for  the  removal  of  tracks  on  .Alameda 
Street,  a  so-called  "short  viaduct"  plan  was  then  presented,  this  term  being 
used  in  contra-distinction  to  the  "long  viaduct"  plans  above  mentioned. 

The  City  Council  of  Los  Angeles  then  appointed  a  Viaduct  and  (irade 
Crossing  Committee.  This  Committee  on  May  3.  1916,  addressed  Mr.  Homer 
Flamlin,  City  Engineer,  Mr,  F.  D.  Howell,  Chief  Engineer.  Board  of  Public 


Gkadk   Ckossixc.   P'i.i  Ml  nation    i.\    (Iicni-rai,  125 

Utilities,  and  Mr.  Sannic-l  Storrow,  Consulting  Engineer,  Municipal   League 
of  the  City  of  Los  Angeles,  as  follows : 

"At  the  meeting  of  the  \'iaduct  Committee  held  at  2:00  P.  M..  this  date, 
a  Committee  of  Engineers,  consisting  of  Messrs.  Homer  Hamlin.  City  En- 
gineer. F.  D.  Howell,  Chief  Engineer,  Board  of  Public  Utilities,  and  Samuel 
Storrow,  Consulting  Engineer,  representing  the  Municipal  League,  was 
appointed  to  report  back  to  the  Viaduct  Committee  at  2:00  P.  M.,  Monday. 
May  8,  1916,  giving  their  recommendations  after  considering  the  methods 
heretofore  submitted  to  said  Viaduct  Committee  as  to  the  proper  method  for 
separation  of  grades  within  the  City  of  Los  Angeles  and  the  names  of  the 
streets  which  should  be  considered  in  said  separation. 

Their   reply   was   attached   as    Exhibit   "A"   to   the    Complaint    in    Case 

970.  and  is  here  qunted  in  lull  : 

"Los  Angeles.  Cal..  May  13,  1916. 
■'To  the  \'iaduct  Committee  of  the  City  Council.  Los  Angeles.  California. 
"Gentlemen: 

"The  Committee  of  Engineers  ajipointed  by  your  Honorable  Body  on 
Wednesday.  May  3,  1916.  to  report  on  the  practicability  of  the  several  meth- 
ods of  eliminating  grade  crosisngs  heretofore  submitted,  begs  to  report  to 
you  herewith,  as  follows: 

"The  District  in  which  it  is  vitally  necessary  to  separate  the  grades  of 
the  railroads  from  those  of  the  streets  is  that  adjacent  to  the  Los  Angeles 
River,  and  extending  from  Xorth  Broadway  south  to  the  south  city  limits. 

"The  Streets  within  the  above  district  crossing  the  Los  Angeles  River, 
or  susceptible  of  crossings,  and  calling  for  immediate  study,  are  as  follow: 

Main  Street.  Macy  Street.  First  Street.  Seventh  Street,  Alhambra  Road, 
Aliso  Street,  Fourth  Street,  Ninth  Street. 

"Of  these,  we  are  of  the  opinion  that  those  requiring  to  be  considered  as 
necessary  arteries  for  through  traffic  to  be  treated  for  the  immediate  separa- 
tion of  grades,  are: 

"Main  Street.  Macy  Street.  First  Street.  Fourth  Street.  Seventh  Street. 
Ninth  Street. 

"Alhambra  Road  has  no  highway  bridge  across  the  River  at  present, 
and  is  occupied  prnicipally  by  the  tracks  of  the  Southern  Pacific  Sunset  Route 
as  well  as  tracks  to  the  shops.  It  is  close  enough  to  Main  Street  so  that 
Main  Street  can  act  as  a  main  artery,  and  there  is  no  present  necessity  of 
considering  .\lhambra  Road. 

"Aliso  Street  is  so  close  to  Macy  Street  at  its  eastern  terminus  that  Macy 
Street  can  care  for  all  the  through  traffic  now  present  in  this  territory.  The 
future  development  of  the  .\liso  Street  crossing  should,  and  can.  be  on  the 
design  proposed  for  Macy  Street. 

"The  question  of  the  separation  of  the  grades  of  the  Pacific  Electric 
Railway  tracks  crossing  the  Salt  Lake  and  the  Santa  Fe  railroads  at  the  river 
is  not  one  of  immediate  necessity  because  the  Santa  Fe.  the  Salt  Lake  and  the 
Pacific  Electric  Railways  have  entered  into  a  contract  to  construct  an  inter- 
locking plant  on  these  crossings,  which  interlocking  plant  is  subject  to  the 
approval  of  the  Board  of  Public  Utilities  of  the  City  of  Los  Angeles  and  the 
California  Railroad  Commission.  This  will  render  these  tracks  safe  for  the 
present,  and  while  an  interlocking  plant  is  an  obstruction  to  the  free  flow  of 
traffic,  it  is  believed  that  I)efore  the  separation  of  grades  could  all  be  finished 
— and  if  constructed  in  the  order  of  necessity,  before  .Miso  Street  would  be 
reached  the  probabilities  are  that  the  Pacific  Electric  Railway  tracks  at  grade 


120  Los  Angeles  Tekmixai.   Investigation' 

oil  Aliso  Mrcci  will  have  been  removed  and  connected  up  by  elevated  railroad 
or  other  grade  separation  with  the  terminal. 

"Any  design,  however,  that  is  applied  to  Macy  or  First  Streets  should  be 
applied  in  such  a  manner  as  not  to  interfere  with  the  probable  separation  of 
grade  at  Aliso  Street  at  such  time  as  the  same  shall  become  necessary. 

"Specifications  for  the  Separation  of  Grades  on  the  streets  mentioned 
relative   to   railroad   tracks,   are  as   follows: 

Specifications  for  the  separation  of  grades  on  the  streets  mentioned 
relative  to  railroad  tracks,  are  as  lolluws: 

1.  (.•\)   1st — All   grade   crossings  other  than   those   of  industrial   spurs   must 

be  removed; 

2.  2nd — No   industrial   tracks   permits   should   hereafter   be   granted   for 

the  use  of  the  streets  at  grade  longitudinally; 

3.  Jrd — All  tracks  now  longitudinally  within  any  street,  to  be  confined 

to  use  for  industrial  purposes  only,  and  finally  removed  as  soon 
as  access   to   the   industries   served   can   be   obtained   otherwise; 

4.  4th — That  eventually  all  spur  tracks  shall  herring-bone  out  east  and 

west  from  leads  along  the  river-bank,  and  these  leads  and  all 
other  trackage  throughout  the  city  be  for  joint  use  by  all  rail- 
roads; 

NOTE:    A.  1.  2.  3.  include  Alameda  Street,  which  should  lie  handled 
in  the  following  manner: 

5.  1st  Step — Eliminate  through-freight  and  restrict  the  use  of  these 
tracks  to  passenger  service  and  local  car  deliveries  and  re- 
movals: 

6.  2nd  Step — Eliminate  passenger  service; 

7.  3d   Step — Finally   remove  tracks  altogether. 

8.  5th — These  requirements  of  course  are  susceptible  to  but  one  inter- 

pretation, namely — that  the  elimination  of  grade  crossings  for 
other  than  industrial  deliveries  and  the  maintenance  of  the 
minimum  number  of  such  grade  crossings,  with  joint  use  of 
trackage,  means  a  Union  Terminal  for  Los  .\ngeles,  both  pas- 
senger and  freight,  and  it  is  only  on  this  basis  that  the  conges- 
tion and  danger  of  railroad  crossings  can  be  avoided  and  min- 
imized, and  the  best  interests  of  the  City  at  large  and  the  Rail- 
roads themselves  can  be  conserved. 

The  considerations  bearing  on  the  City's  use  of  the  streets  as  affecting 
the  design  for  the  separation  of  grades,  are  as  follows: 

9.  (B)   1st — The  greatest  use  to  the  public: 

10.  2nd — The  lowest  grade  percent  possible  with  a  ma.ximum  grade  not 

to  exceed  4  percent. 

11.  3d — The  least  obstruction   to  possible  river  floods,  thereby  avoiding 

possible  damage  to  other  parts  of  the  City,  by  reason  of  acting 
as  a  dam,  or  other  obstruction  to  the  river,  assuming  50,000 
second  feet  as  extreme  flood  condition;  and 

12.  4th — The  least  damage  to  adjacent  property. 

The  consideration  governing  the  readjustment  of  road  grades  and  align- 
ment, are: 

13.  1st — New  grades  for  railroad  tracks  shall  not  be  such  as  to  seriously 

interfere  with  the  proper  operation  of  the  railroad: 

14.  2nd — Grades  as  now  established  for  yard  purposes  shall   nul   be  re- 

versed unless  the  yard  can  be  redesigned; 


(iKxiii-;   CuDSSixc;    Ki.i.mixatiox    in    Gicnkral  127 

15.  3d— Access  to  industry  spurs  sliall  not  l)c  rendered  inoperative. 

16.  4th— Through    freight   or   passenger   service   may   l)e   readjusted   but 

must  not  1)6  crippled. 

Predicated  upon  the  above,  we  find  the  following  methods  of  separating 
the  grades  of  streets  and  railroads: 

1/.  1st — .-Ml  tracks  can  be  elevated  to   full  clearance  over  present  street 

grades.  This  does  not  appear  to  be  feasible  or  practicable, 
from  the  fact  that  it  would  cut  the  railroads  o(T  absolutely 
from  the  industries  they  are  now  serving  within  this  district, 
and   force  the  abandonment  of  the  same  as  industrial  territory. 

18.  2nd — All  streets  can  be  elevated  to  full  clearance  over  present  rail- 

road grades.  This  is  not  justifiable,  as  it  will  elevate  the  streets 
too  high  above  the  present  surroundings  and  make  the  ap- 
proaches loo  long  to  be  reasonable. 

19.  3d — All    tracks    can    be    depressed    to    full    clearance    under    present 

street  grades.  This  is  not  feasible  because  it  would  put  the 
railroad  tracks  under  water  in  flood  time,  and  would  also  cut 
them  oflf  from  access  to  the  industries  in  the  same  manner  as 
if  elevated  to  full  clearance  above  the  street. 

20.  4th — All    streets   can    be    depressed   to    full    clearance    under   present 

railroad  grades.  This  is  impossible  as  it  places  the  bridges 
crossing  the  river  well  down  lielovv  the  flood  line,  and  makes 
them  act  as  a  series  of  dams,  wliich  would  cause  irreparable 
damage. 

21.  5th — .\11    tracks    can    be    elevated    part    way.   and    all    streets    can    be 

depressed  part  way,  yielding  full  clearance  between.  This  we 
believe  is  not  feasible  in  all  cases. 

22.  6th — All  tracks  can  be  depressed   part   way   and   all    streets   can    be 

elevated  part  way,  yielding  full  clearance  between. 

This  we  believe  to  be  the  best  practicable  solution.  It  will 
make  the  minimum  approach  to  the  bridges  across  the  tracks 
and  the  river,  and  will  till  all  the  general  specifications  hereto- 
fore mentioned. 

The  City  Engineer  in  si.gning  this  report,  reserves  the  right 
of  reconsidering  the  design  proposed  for  7th  and  9th  Streets. 
"The  requirements  for  the  establishment  oi  a  level  to  which  the  railroad 
tracks  can  be  depressed,  will  be  the  gauge  as  to  how  high  the  streets  will 
have  to  be  raised.  This  will  involve  a  study  of  the  necessary  channel  of  the 
Los  .Angeles  River  and  the  establishment  of  a  standard  cross-section  to  be 
based  on  the  grade  established  for  the  river  bed  itself. 

"We  believe  that  it  is  safe  to  assume  that  the  trackage  along  the  river 
could  be  lowered  to  a  line  20  feet  above  the  .grade  established  for  tin-  river 
bottom. 

"We  attach  hereto  a  tentative  profile*  made  up  from  such  information 
as  we  had  at  hand,  showing  the  present  bed  of  the  river,  the  elevation  of 
the  .Santa  Fe  and  Salt  Lake  Railroads  on  the  west  and  east  bank  of  the 
same  , together  with  a  tentative  grade  line  to  which,  we  believe,  the  railroads 
can  safely  be  depressed. 

"The  solid  red  grade  line  shows  the  grade  line  proposed  to  be  reached 
finally  and  is  20  feet  above  the  river  bottom,  while  the  dotted  red  line  shows 
the  proposed  deviation  from  this  grade  line  to  meet  conditions  that  cannot 
immediately  be  altered.     It  is  not  now  feasible  to  lower  the  railroad  liridges 


•See  Fig.   L'li,  page   l.'iH. 


128  Los  Angeles  Teumin.m.   Invf.stigatiox 

crossing  the  river  tor  tlie  same  reason  that  it  is  not  now  feasilile  to  lower  the 
street  bridges,  so  that  for  the  present  it  is  proposed  to  meet  the  present 
grades  of  the  Santa  Fe  bridge  at  North  Broadway,  the  Southern  Pacific 
bridge  at  Aliso  Street  and  the  Salt  Lake  bridge  at  or  near  Sixteenth  Street, 
and  lower  these  later  when  the  trackage  conditions  have  been  altered  to  suit 
the  then  conditions. 

"This  would  mean  that  at  the  various  streets  under  discussion,  the  rail- 
roads would  be  depressed  below  their  present  level,  as  follows: 
Depress  Main         Macy         First         Fourth         Seventh      Ninth 

Santa  Fe   -'.7  7:5  S.5  0.5  1U.5U  7,(1 

Salt  Lake  ...-. 3.5  8.5  4.25  9.50  11.25  8,5 

Respectfully  submitted, 

(Signed)   HOMER  H.-\ML1X. 
City   Engineer. 
F.   D.   HOWELL, 

Chief    Engineer,    Board 
of  Public  Utilities. 
SAMUEL  STORROW, 
Consulting        Engineer, 
Municipal    League   of 
Los  Angeles." 

NECESSITY  AND  ADVISABILITY  OF  ELIMINATION 

The  necessity  for  eliminating  crossings  at  grade  may  lie  tneasured  by 
the  amount  of  vehicular  traffic,  amount  of  railroad  traffic,  numl^er  of  pas- 
sengers carried  over  the  crossings,  the  number  of  accidents  and  the  liabilities 
therefor,  the  influence  of  the  delays  occurring  at  the  crossing  and  the  cost 
of  elitnination. 

Once  decided  that  a  situation  is  intolerable,  there  are  several  possibil- 
ities for  improvement:  The  track  may  be  done  away  with,  the  highway 
may  be  abandoned,  the  railroad  traffic  may  be  diverted  or  the  vehicles  inay 
l)e  rerouted.  If  one  of  these  schemes  does  not  bring  about  the  desired 
result,  it  becomes  necessary  to  make  a  separation  of  grades.  There  are.  in 
general,  six  methods  of  separating  grades  at  crossings,  as  follows : 

(1  I     .All  tracks  can  be  elevated  to  full  clearance  over  present  street  grades. 

(2)  All  streets  can  be  elevated  to  full  clearance  over  present  railroad  grades. 

(3)  All    tracks    can    be    depressed    to    full    clearance    under    present    street 

grades. 

(4)  All   streets   can   be   depressed   to    full    clearance   under   present   railroad 

grades. 

(5)  All  tracks  can   be  elevated  part  way,  and  all   street  grades  can   be  de- 

pressed part  way  to  yield  full  clearance  between. 

(6)  .All   tracks   can   be  depressed   part   way  and   all   streets   can   be   elevated 

part  way  to  yield  full  clearance  between. 

One  of  these  methods  must  be  used  in  any  location,  the  method  to  be 
chosen  depending  on  the  topograjjhy,  the  amount  of  traffic,  the  relation  of 
the  railroad  to  improveinents  and  the  City  plan  and,  lastly,  cost. 

For  example,  where  a  trunk  line  r;iilr<>ad  cnt^  directly  across  an  iini»>r- 
tant  part  of  a  city  it  is  usually  found  advisable  to  adi)pt  the  first  method. 
This  is  i)articularly  true  in  level  cities,  such  as  Chicago  and.  in  a  measure. 


Grade  Crossing  Elimination   in   General  129 

Detroit.  The  principal  disadvantage  of  this  method  is  that  there  is  a  great 
inconvenience  and  ex])ense  to  industries  which  tind  it  essential  to  have  spur 
track  connections.  This  method  was  proposed  for  Alameda  Street  in  Los 
Angeles,  hut.  because  nf  the  industry  track  situation,  it  was  not  thought 
feasible. 

It  may  be  well  to  point  out  at  this  time  tiiat  conditions  in  Los  Angeles 
are  peculiarly  faxurable  to  tiie  elimination  of  main  line  grade  crossings,  in 
that  two  of  the  three  steam  railroads  are  now  located  on  the  east  and  west 
banks  of  the  Los  Angeles  Ri\er  through  the  industrial  ])arts  of  the  city, 
and  are  crossed  by  very  few  streets.  In  the  northerly  portion  of  the  district, 
where  the  Los  Angeles  River  Valley  contracts  to  such  an  e.xtent  that  all 
three  railroads  are  brought  together  along  the  banks  of  the  river,  it  is 
possible  to  pass  over  them  with  a  single  structure  similar  to  the  North 
Broadway  or  Buena  Vista  Bridge.  The  southern  portion  of  the  industrial 
district  is  practically  level  on  the  west  side  of  the  river,  but  on  the  east  side, 
within  a  comparatively  short  distance,  the  ground  rises  abruptly  and  there 
is  a  well-defined  line  between  the  blufifs  and  the  level  ground  adjacent  to  the 
river.  These  conditions  will  appear  important  in  the  study  of  the  elimina- 
tion of  the  grade  crossings  formed  by  the  Salt  Lake  tracks  on  the  east  bank 
and  the  Santa  Fe  tracks  on  the  west  bank  of  the  Lo.s  Angeles  River. 

STREET  TRAFFIC  IN  GENERAL 

In  the  past  few  years  an  epochal  change  has  taken  place  in  street 
traftic  :  the  horse  and  bicycle  have  been  very  largely  displaced  by  the  auto- 
mobile (pleasure  cars  and  commercial  vehicles)  and  the  motorcycle.  Liability 
of  accident  has  been  enormou.sly  increased,  due  to  the  greater  speed  at 
which  the  modern  vehicle  moves,  and  the  accompanying  increase  in  the 
minimum  distance  in  which  a  stop  can  be  made. 

In  Chicago,  between  1907  and  1913,  it  has  been  recorded,  teams  in- 
creased 11.8  per  cent  in  number,  while  motor  vehicles  increased  832  per 
cent,  with  an  increase  in  the  number  of  all  vehicles  of  but  19.1  per  cent  (Re- 
port on  the  Rearrangement  and  Development  of  the  Steam  Railroad  Ter- 
minals of  the  City  of  Chicago,  by  Bion  J.  Arnold,  1913).  From  other  studies 
in  Chicago,  the  following  increases  are  shown  (Journal  W.  S.  F..,  February, 
1918): 

CHANGES  IN  CHARACTER  OF  VEHICLES-CHICAGO 

^ Kind  of  Vehicle 

Self  Propelled  Trucks  Horse  Drawn 

Year  No.  %  No.  %  No.  % 

45  409  9  898  46  187 


1910    

1910 

1908   5  475 


799 


53  678 


Gail.    39  934        729%  9  099       1138',:;  *  7  491         14% 

*Loss. 


1.50  Los  Angelics   '1"i:umi\ai.    Iwi-.stica  iuin 

In  our  state  tlie  number  of  autonichilcs  has  increased  very  rapidly,  as 
will  he  seen   irotn   the  following;: 

GROWTH  IN  NUMBER  OF  AUTOMOBILES 

Automobile  Registrations 

State  Los  Angeles  County 

Years.                                                            No.          Increase  No.       Increase 

1914   123,516             ....  43,099 

1915    163,795            33%  55,217            28% 

1916   232,440            42%  74,709            35% 

1917    306,916            24%  93,654            25% 

1918   364,800            197f  107,232             14% 

Of  the  107,232  anttiniul)ik'S  registered  in  Los  Angeles  County,  approx- 
imately 63.000  are  registered  in  the  City  of  Los  Angeles,  and  of  these  about 
9,000  are  trucks. 

With  reference  to  the  present  relative  numbers  of  the  different  kinds 
of  vehicles,  we  can.  from  nur  counts,  including  different  locations  of  grade 
crossings  of  steam  carriers,  and  covering  over  .^00  hours'  traffic  and  about 
140,000  vehicles,  show  the  following  residt: 

Relative  Numbers  of  Different  Classes  of  Vehicles 

Autoinoliiles    57'o 

Trucks    31%  88% 

Wagons    9% 

Motorcycles    3% 

100% 
\'ery  comijrehensive  studies  in  Chicago  (Juur.  \V.  S.  E.,  Feb..  1918) 
showed  that  two-thirds  of  the  number  of  vehicles  counted  in  and  out  of  the 
central  business  district  were  used  for  business  and  that  85  per  cent  of  all 
tnovements  of  vehicles  were  made  by  these  business  vehicles.  This  is 
inserted  to  draw  attention  to  the  fact  that  in  Chicago  the  traffic  problem  is 
intimately  associated  with  business  progress — and  in  Los  Angeles  the  same 
geneial  relation  must  hold,  although  the  percentage  of  business  vehicles  to 
total  vehicles  is  probably  somewhat  less. 

It  seems  of  particular  importance  to  note  the  large  number  of  motor 
vehicles  in  Los  Angeles  County  and  the  surrounding  territory.  Table  L 
Appendix,  shows  that  107,232  automobiles  were  registered  from  Los  Angeles 
County  in  1918.  This  is  29  per  cent  of  all  the  automobiles  registered  in 
California,  and  shows  the  relatively  large  number  as  compared  with  other 
locations,  particularly  when  combined  with  the  three  contiguous  counties. 
In  this  territory,  there  is  a  total  of  128,767  automobiles.  In  Southern  Cali- 
fornia (as  this  term  is  commonly  used),  there  are  159,528  cars,  or  nearly 
one-half  the  total  number  in  the  state. 

This  relatively  high  proportion  of  local  automobiles  and  the  large  per- 
centage of  high  speed  vehicles,  are  important  factors  in  connection  with 
elimination  of  grade  crossings.  Our  studies  take  account  of  this  fact. 
Traffic   studies   dealing   with   the    vehicular   and    railroad   traffic    in    different 


GkAUK    CkoSSINC    Ef-IMINATION     IN     GkNKRAI. 


131 


localities  are  grouped  with  the  discussion  of  the  necessity  and  advisability 
of  the  elimination  of  f4;rade  crossings  at  these  various  places. 

It  is  interesting  to  note  a  comparison  of  the  vehicular  traffic  at  Seventh 
Street  and  Broadway  with  some  other  points  more  particularly  cf>ncerned  in 
this  report.  At  Seventh  Street  and  Broadway  most  people  are  familiar  with 
the  congestion  and  are  more  or  less  impressed  by  it.  While  this  is  the  most 
congested  point  in  the  city,  the  greatest  vehicular  movement  is  elsewhere. 
In  the  following  table  consideration  should  be  given  to  the  difference  be- 
tween an  intersection  where  two  streets  are  involved,  such  as  at  Seventh 
Street  and  Broadway,  and  a  crossing,  such  as  at  the  bridges  over  the  Los 
Angeles  River,  where  but  one  street  is  involved. 

RUSH    HOUR   VEHICLE   TRAFFIC   AT    SEVERAL   OF   THE    MORE 
CONGESTED  POINTS  LOS  ANGELES 

No.  of  Vehicles  and  Cars 


Location  Date 

7th  &  Broadway   6-6-19 

N.   Broadway   Bridge..     4-9-18 
Macy    St.    Bridge    ....      1-9-18 

7th   St.   Bridge    5-9-18 

6th    &   Alameda    2-4-18 

7th    &   Alameda    5-8-18 

Sunset  Blvd.  near 

Main   St 3-21-18 

Los     Angeles      St.     at 

Plaza    3-21-18 

Marchessault      St.      at 

Plaza    3-21-18 

Alameda    St.    south    of 

Macy    3-1-18 

*On  separate  bridge. 


East  &  West 

N 

orth  &  South 

Hours 

Vehicles 

Cars 

V 

shicles     Cars 

5-6   FM 

669 

87 

692          1(1" 

5-6  PM 

1174         1(14 

5-6  PM 

647 

31* 

5-6  PM 

499 

29 

7-8  AM 

667 

0 

4-5   PM 

523 

64 

5-6  PM 

861 

181 

5-6  PM 

672 

5-6  PM 

558 

0 

4-5  PM 

640 

CHAPTER  VI. 

OUTLINE 

Los  Angeles  River  Crossings 

Traffic  Studies 

\'eliicular  Traffic  Over  Crossings 

Railroad  Traffic  Across  the  Streets  at  the  River 

Grade  Crossings  at  Los  Angeles  River  a  Menace  and  Nuisance 

Plans  for  ICliniination  of  Crossings 

Short  \iaduct  Plan  Preferable  and  Practical 
Tracks  Adjacent  to  River  Should  P.e  Depressed 
Amount  of  Depression  Recommended  at  \'arious  Streets 
Diflference  in  Depression  from  Hamlin-Howell-Storrow  Report 

Estimates  on  the  Santa  Fe  or  West  Side  of  Los  Angeles  River 
Simple  Depression  of  the  Santa  Fe  Tracks 
Depression    Based    Upon    Union    Passenger    Station    at    the    Plaza,    and 

Union  Freight  Station  at  the  Santa  Fe  Site 
De])ression  Based  Upon   Union  Passenger  Station  at  the  Santa  Fe  Site 
De])ression   Based   Upon   Union   Passenger   Station   at   Southern   Pacific 
Site  and  Union  Freight  Station  at  Santa  Fe  Site 

I'^stimates  on  the  Salt  Lake  or  East  Side  of  I^os  Angeles  River 
Simple  Depression  of  Salt  Lake  Tracks 
Depression   Based  Upon  Union   Passenger  Station  at   Either  the   Plaza 

Site  or  the  Santa  Fe  Site 
Depression  Based  Upon  Union  Passenger  Station  at  Southern  Pacific  Site 
Adaptability  of  Southern  Pacific-Salt  Lake  Plan  to  Proposed  River  Track 

Depression 

Excavation  Quantities 

Order  in  W  hich  the  Work  Should  Be  Done 

Simple  Depression — No  Union  Passenger  or  Freight  Statii^m 

Union  Station  at  the  Plaza 

Union  Station  at  the  Santa  Fe  Site 

Union  Station  at  the  Southern  Pacific  Site 


CHAPTER  VI 

DEPRESSION  OF  TRACKS  AND  ELIMINATION  OF  GRADE 

CROSSINGS  AT  THE  LOS  ANGELES  RIVER 

LOS  ANGELES  RIVER  CROSSINGS 

It  is  our  belief  that  the  crossings  which  should  be  first  considered  are 
those  where  the  various  streets  cross  the  Los  Angeles  River.  The  tracks 
of  the  two  carriers  on  the  east  and  west  banks  of  the  river  will  probably 
remain  there,  since  this  seems  to  be  the  logical  location  fnr  ncirth  and  snutli 
trackage,  and  the  railroads  will  probably  retain  this  location  for  all  time. 
The  elimination  of  these  crossings  can  be  undertaken  regardless  of  the  pro- 
posed location  of  a  union  passenger  terminal  for  the  reason  that  the  estab- 
lishment of  this  facilit}-  has  no  efifect  ui)on  them  other  than  to  modify  certain 
of  the  crossings.  Neither  is  the  separation  of  these  river  crossings  dependent 
upon   the  recommendations  f<ir  the  improvement  in  the  handling  of  freight. 

TRAFFIC  STUDIES 

Certain  trattic  studies  have  lieen  made  in  order  to  have  the  facts  regarding 
traffic  at  the  crossings  of  various  streets  and  the  Los  Angeles  River  and  the 
tracks  of  the  Atchison,  Tojieka  and  Santa  Fe  Railway  aiul  the  Los  Angeles 
and  Salt  Lake  Railroad  adjacent  to  the  river.  The  resulting  data  indicate, 
to  a  large  extent,  whether  public  convenience  and  safety  require  the  elimina- 
tion of  these  crossings  and  also  the  relati\c  importance  of  elimination  at 
different  points. 

To  determine  certain  characteristics  of  the  traffic  across  the  grade  cross- 
ings adjacent  to  all  the  bridges  across  the  Los  Angeles  River,  we  have 
counted  the  traffic  for  a  day  of  fourteen  hours  (6  A.M.  to  8  P.M.)  at  all 
the  bridges.  An  average  week  day  was  chosen  for  the  counts,  and  no  check 
was  made  on  holidays,  Sundays,  rainy  days  or  on  days  on  which  showers  or 
rain  was  predicted.  Supplementing  our  efTorts.  several  counts  were  made  by 
the  Board  of  Public  Utilities  of  Los  Angeles.  Our  counts  were  made  prin- 
cipally in  January.  1918.  while  those  of  the  City  were  of  November.  1916, 
and  July,  191".  The  dift'erence  in  results  lies  principally  in  that  in  each 
case  we  found  a  more  extensive  use  of  the  bridges  by  the  public  and  a  less 
extensive  use  of  the  adjacent  tracks  by  the  trains  than  was  shown  by  the 
counts  of  the  City. 

The  following  segregations  were  made,  all  independent  of  direction,  the 
figures  including  movement  in  both  directions : 
Motive  Power 
Street   Traffic  Railway    Traffic  Human 

Automobiles  Passenger  Trains  Pedestrians 

Trucks*  Freight  Trains  Bicycles 

Wagons  (separate      or     together, 

Motorcycles  Switch    Engines    and    cars 

Street  Cars**  counted  as  one) 

Light   Engines 
*A  truck  is  defined  as  a  vehicle  with  body  arranged  for  freight,  packages,  etc. 
**At  Aliso  Street  two  or  three  car  trains  of  the  Pacfiic  Electric  were  counted  as  one. 


l.U 


Los  Angeles  Termixai.  Investic.ation 


TRAFFIC  «3)0SS  BRIDGES  OVEB  LOS  ANEELES  RIVER 

AND  ACROSS  AND  ON 

SANTA  FE  AND  SALT  LAKE  TRACKS  AT  ENDS  OF  BRIDGES 

LOS  ANSELES  1918 

6AM  TOOPM 


CA5E  070  CT  SEQ 


California  Railroad  Commission  Engineering  Dept. 

FIG.  23.      STREET  AND   nAItWAY   TRAFFIC   AT    THE    l.OS    ANGELES    RIVER    BRIDGES 

This  diagram  shows  the  results  of  traffic  counts  at  those  bridges  on  the  date  given 
In  the  first  column.  The  traffic  is  divided  into  three  grotips  for  each  crossing:  pedestrian, 
vehicle  and   railroad. 

Fig.  22  shows  some  of  the  results  of  the  cnunts  of  the  traffic 
across  bridges  over  the  river  and  on  the  tracks  on  each  side  of  the  river. 
We  have  the  average  numl^er  of  times  the  crossings  are  used  and  the  maxi- 
mum number  per  iiour.  The  chart  does  not  show,  however,  at  what  time 
of  day  these  conditions  occur  at  the  various  bridges.  (This  information  may 
be  obtained  from  other  charts  not  reproduced  in  this  report.)  It  appears  that 
the  maximum  traffic  is  between  4  P.  M.  and  5  P.  M.,  although  the  maximum 
automobile  traffic  is  between  5  P.  M.  and  6  P.  M.  The  observers  report, 
however,  that  the  maximum  vehicular  traffic  is  really  between  4:30  P.  M. 
and  S:30  P.  M.  The  vehicular  travel,  at  all  bridges  taken  together,  shows 
a  fairly  even  distribution  throughout  the  day,  as  will  be  noted  in  the  follow- 
ing tabulation  : 

PERCENTAGE  OF  TRAVEL  EACH  HOUR— 6  A.  M.  TO  8  P.  M. 

(.•\utomobiles.  Trucks.  Wagons  and   Motorcycles) 
A.  M.  p.  M. 

6  to    7 2.67o  12  to  1 7.2% 

7  to    8 6.4%  1  to  2 7.3% 

8  to    9 7.67o  2  to  3 8.2% 


9  to  10 7.7% 

10  to  11 8.5% 

11  to  12 8.1% 


6  to  12. 


.40.9% 


3  to  4 8.2% 

4  to  S 10.1% 

5  to  6 9.9% 

6  to  7 4.5% 

7  to  8 3.7% 


12  to  8 59.1% 


Ei.i.MiNAiioN-  oi-  Gkadk  Crossings  Along  Los  Angki.ks  Rivkk         135 

This  (lata  is  impurtant  in  considcratinii  of  the  facilities  provided  at  the 
rush  hours,  or  of  the  present  crowding  at  certain  bridges  and  the  delays  at 
certain  crossings. 

Figures  giving  average  daily  fir  yearly  trafhc  movements  are,  as  a  rule, 
derived  from  one  or  more  days  cuunt.  which  is  assumed  as  an  average  day; 
yearly  figures  are  simply  365  times  as  large.  This  method  of  computation 
can  be  made  subject  to  refinement  but  is  thought  sufficiently  accurate. 

Vehicular  Traffic  over  Crossings 

It  appeared  necessary  tn  make  some  study  of  the  use  of  these  crossings 
and  with  this  in  \iew.  the  number  of  peo])le  passing  over  the  bridges  across 
the  river  and  over  the  Santa  Fe  and  the  Salt  Lake  tracks  (which  are  on 
opposite  sides  of  the  river),  was  studied  with  the  following  result,  which  is 
found  in  more  detail  in  Table  11,  A])pendix. 

People  Per  Year 

Over   present   five   grade   crossings 33,000,000 

Over  present  four  viaducts  and  bridges 32.000,000 


Total     65.000.000 

Average  per  day   178,000 

This  figure  is  equivalent  to  having  the  entire  population  of  Los  Angeles 
crossing  the  river  approximately  every  third  day. 

The  people  passing  over  the  present  grade  crossings  were,  with  res])ect 
to  mode  of  conveyance,  as  follows : 

Numb:r  Per  Year  Raf'o 

People  in  vehicles 11.291.t>00  34% 

Pedestrians  and  bicycles 2,222,100  7% 

People  in  cars   19,744.300  59% 


Total   33,258,000  100% 

The  vehicles,  loo,  m;iy  l)e  stil)di\ide<l,  the  ligures  representing  as  above, 
the  number  per  year  using  the  present  grade  crossings: 

Average  Day 

Automobiles    10.113 

Trucks   3,612 

Wagons     2,038 

Motorcycles     551 


Year 

Ratio 

3.691.245 

637'- 

1.318,380 

22% 

85% 

743,870 

12% 

201.115 

3% 

Total    16.314  5,954.610  100% 

It  may  be  well  to  contrast  some  of  our  findings  with  the  data  in  the 
testimonv.  in  order  that  the  latter  may  not  stand  unchallenged.  Witnesses 
Koenig  and  James  presented  traffic  counts  at  Fourth  Street  and  the  river 
which  compare  as  follows  with  our  finditigs: 


136  Los  Angeles  Terminal   Inxkstication 

James  Engr.  Dept. 

Item                                                     Date                 7-21-17  1-16-18 
Number  of                                           Hours— 6  A.  M.-8  P.  M.     6  A.  M.-8  P.  M. 

Vehicles  2.940  2,679 

Pedestrians  -^72  865 

Streetcars  254  260 

Passengers  on  Cars  5,757  6.601* 

*4-l-18.  for  24  hours. 

It  is  seen  that  our  figures  are  not  very  far  from  those  of  Mr.  James  and 
are  within  the  limits  of  chansje  between  the  dates. 

Witness  Knenig-  presented  evidence  covering  traffic  at  East  Se\-enth 
Street  bridge,  which  compares  with  our  data  as  follows: 

Koenig  Engineering  Department 

Item                              Hours             6A.M.-8P.M.  6  A.M.-8  P.M. 

Number   of                       Dates          7-21-17           1-17-18  5-9-18 

Vehicles     5.080            4,892  ....  4,779 

Passengers  in   Vehicles    30,480               ....  *9,323  

Pedestrians     870              ....  749 

Streetcars  361               383  ....  361 

Passengers   in   Street   Cars    7.201               ....  tlO.203  .... 

Total    Persons    38,551  ....  t20,275 

*  Two    dates    averaged. 
t24  hours.  April   1,   1918 

W'e  believe  that  Mr.  Koenig's  tdtal  figure  is  about  twice  what  it  slmuld 
be  on  account  of  an  errnr  in  tlu-  number  of  passengers  per  vehicle. 

Railroad  Traffic  across  the  Streets  at  the  River. 

The  railroad  traffic  on  the  Santa  Fe  and  the  Salt  I^ake  on  both  sides  of 
the  river  and  across  the  five  east  and  west  streets  with  grade  crossings,  may 
l)e  briefly  set  forth  as  follows:  (see  Fig.  22,  page  134). 

—6  A.M.  to  8  P.M.— 

Santa  Fe  Salt  Lake 

Trains          Switching  Trains  Switching 

Street                                    Pass.       Frt.     Pass.&Frt.  Pass.       Frt.  Pass.&Frt. 

North   Main    8               3             24  7               1               7 

Macy  8              2             11  12              0             19 

Aliso   10              2            34  7              1             29 

Seventh— May,  1918* 18              4           105  14              2            64 

Seventh— Jan..   1918    19               7           118  11               4             73 

Ninth     19             10             91  12               2               6 

Totals   64  24  278  49  8  134 

Total  movements  per  road..  366  191 

Total  movements  14  hours..  557 

*  Excluded  in   totals. 


Elimixatio.v  oi-  Gradk  Crossings  Aloxg  Los  Angeles  River         137 

The  delays  to  traffic  at  Seventh  Street  on  the  west  (Santa  Fe)  side 
were  two  hours  and  two  minutes  out  of  the  fourteen  hours  counted,  or,  to 
put  it  differently,  the  gates  were  down  14  per  cent  of  the  time.  On  the 
east  (Salt  Lake)  side,  the  gates  were  down  one  hour  and  thirty-nine  min- 
utes, or  12  per  cent  of  the  time.  The  Board  of  Public  Utilities  of  the  City 
of  Los  Angeles  found,  on  October  11,  1916.  that  the  percentage  of  time  the 
gates  were  down  was  18.3  per  cent  U>r  the  Salt  Lake  gates  and  19  per  cent 
for  the  Santa  Fe  gates. 

Grade  Crossings  at  Los  Angeles  River  a  Menace  and  Nuisance 

With  these  537  movements  per  day  (6  A.  M.  to  8  P.  M.)  of  trains 
across  these  five  crossings,  and  with  16,314  vehicles  and  2,042  street  and 
interurban  cars — a  total  of  18,336  veliicles  moving  across  the  tracks,  prac- 
tically all  at  four  crossings — it  will  l)e  obvious  that  there  is  a  large  menace 
in  the  form  of  liability  of  accident.  With  the  gates  down  such  a  large  per 
cent  of  the  time  lui)  U^  19  per  cent),  the  crossings  arc  a  prolific  source  of 
delay  to  traffic  and  those  at  .grade  should  be  eliminated. 

PLANS  FOR  ELIMINATION  OF  CROSSINGS 
Short  Viaduct  Plan  Preferable  and  Practical 

We  have  before  us  two  general  jjlans  for  the  elimination  of  crossings 
at  grade  of  the  streets  across  the  river:  the  "long  viaduct"  plan,  as  proposed 
by  Mr.  Arnold  and  later  by  Mr.  Howell,  and  the  "short  viaduct"  i)lan  as 
proposed  by   Messrs.   Hamlin,   Howell  and  Storrow. 

After  considerable  study,  we  have  reached  the  conclusion  that  the  "short 
viaduct"  plan  will,  in  general,  give  the  best  solution  to  the  problem  of  elim- 
ination of  crossings  of  various  streets  and  of  tracks  adjacent  ti~i  the  river, 
for  the  following  principal  reasons : 

(1)  The    industrial    district   adjacent   to   the    river   is   at   grade   and    is   thus 

better  served  by   short   viaducts. 

(2)  Public   opinion    is   against   viaducts   of   great    length    in    this   industrial 

district. 

(3)  Lower  cost  and  less  property  damage  is  incurred. 

(4)  Future  extension  of  approaches,  if  advisable,  is  not  prevented. 

(5)  Transition    from    sulnvay    to    elevated    railu-ay    is    more    easily    accom- 

plished. 

This  means  that  the  tracks  along  the  river  should  be  depressed  part 
way  and  that  the  streets  should  be  elevated  part  way,  so  that  the  necessary 
clearance  of  twenty-two  feet  o\cr  the  tracks  is  obtained. 

The  question  of  how  high  the  streets  would  have  to  be  raised  depends 
upon  the  establishment  of  how  far  the  railroad  tracks  can  be  depressed,  and 
this  latter  involves  a  study  of  the  channel  of  the  Los  Angeles  River.  The 
Hamlin-Howell-Storrow  report  states  that  the  authors  believe  it  safe  to 
assume  that  the  trackage  along  the  river  could  be  lowered  to  an  elevation 
of  twenty  feet  above  the  grade  established  for  the  river  bottom.  It  is  a 
demonstrable   fact  that  the  bottom  of  the  river  is  now  much  lower  than  it 


l.^J^  l.dS    AnC.ICI.KS    TeKMINAL    l.WESTIG.vnON 

was  on  account  of  the  straightening  of  the  river,  which  has  increased  the 
velocity  and.  consequently,  the  scouring  power  of  the  water,  and  also  on 
account  of  the  removal  of  the  sand  and  gravel  of  the  river  bed  for  building 
operations  within  the  city.  Extensive  studies  dealing  with  this  subject  have 
been  made  by  the  Engineering  Department  of  the  City  of  Los  Angeles. 

We  know  that  the  authors  of  this  report  have  made  very  comprehensive 
studies  of  flood  conditions  in  the  Los  Angeles  River  and  have  also  had  a 
good  deal  of  actual  experience  with  this  river.  A\'e  believe,  therefore,  that 
their  estimates  of  the  lowest  safe  elevation  to  which  the  tracks  along  the 
river  can  be  depressed  are  entirely  sound. 

We  have  discussed  the  tentative  profile  attached  to  the  report  of  the 
three  engineers,  which  shows  the  grade  line  to  which  the  railroad  tracks 
could  be  safely  depressed,  with  the  Chief  Engineer  of  the  Salt  Lake  Rail- 
road and  lia\e  ascertained  that  he  does  not  entertain  any  serious  engineer- 
ing objection  to  this  depression.  \\'e  understand  that  he  agrees  that  the 
depression  of  the  Salt  Lake  tracks  to  the  tentative  grade  line  would  be  safe. 
^^'e  are  advised  by  the  Santa  Fe  that  the  depression  to  the  proposed  grade 
line  is  practicable  but  expensive. 


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1-10  Los  Angeles  Terminal   Investigation 

Tracks  Adjacent  to  River  Should  be  Depressed 

\\ith  this  information  before  us  we  are  of  the  opinion  that  the  Salt 
Lake  and  Santa  Fe  tracks  along  the  river  should  be  depressed  to  the  grade 
line  shown  in  the  above  profile,  Fig.  23,  which  profile  is  substantially  the 
same  as  that  submitted  to  the  Commission  as  Exhibit  No.  1  Ijy  the  City 
of  Los  Angeles.  The  difference  between  these  two  profiles  arises  in  this 
way : 

The  profile  submitted  as  an  exhibit  shows  a  final  grade  line  for  the 
tracks  on  both  sides  of  the  river,  but  the  grade  line  and  station  shown  are 
those  on  the  center  line  of  the  official  bed  of  the  Los  Angeles  River.  Our 
profile.  (Fig.  23),  shows  three  grade  lines:  one  on  the  center  of  the  river 
and  one  eacli  for  the  Santa  Fe  and  the  Salt  Lake  tracks.  It  will  be  noted 
that  these  two  latter  grade  lines  show,  at  the  points  where  various  streets 
cross  the  river,  the  same  elevations  for  the  pro])osed  final  grade  for  the  Salt 
Lake  tracks,  the  center  line  df  tlic  ri\er  and  the  .Santa  Fe  tracks.  Between 
these  streets,  the  rates  of  grade  and  elevations  are  slightlv  different,  this  dif- 
ference being  introduced  by  the  diff'erence  in  distance  along  the  tracks  on 
account  of  the  cur\aturc  df  the  river  and  tracks. 

Amount  of  Depression  Recommended  at  Various  Streets 

The  major  difference,  however,  between  the  profile  showing  the  grades 
recommended  in  the  three  engineers'  report  (Citv  of  Los  Angeles  Exhibit 
No.  1)  is  shown  in  the  following  tabulation  which  gives  the  amount  to 
which  the  tracks  of  the  Salt  Lake  and  the  Santa  Fe  are  recommended  to  be 
depressed  at  the  various  streets  now  carried  across  the  river  by  means  of 
bridges  and  viaducts: 

RECOMMENDED  DEPRESSION  OF  TRACKS  ALONG  LOS  ANGELES  RIVER 

Street  

**Alham- 

.**Spring     Main     bra     Macy  **Aliso  1st      4th        7th       9th 

Santa  Fe                 Ft.         Ft.        Ft.        Ft.        Ft.  Ft.       Ft.         Ft.         Ft. 

City   Ex.   1    1.5        2.7        7.5         7.5         7.8  8.5         6.5     tlO.2        7.0 

Engr.    Dept.     ...    1.2        2.5         7.9         7.9        8.3  8.7        3.6         7.0        2.7 

0.3  0.2  0.4  0.4  0.5  0.2  2.9        3.2  4.3 
Salt  Lake 

City  Ex.   1    3.0*  3.5  7.2  8.5  6.6  4.25  {9.2  11.25  8.75 

Engr.    DepL     ...   3.4*  4.5  8.0  11.3  8.0  3.8  6.4         7.3  5.1 

0.4         1.0        0.8        2.8         1.4         0.45       2.8        3.95       3.65 
♦Raise   (fill). 
**  Depres.sion    at    Spring,    Alhambra    and    Aliso    Streets     not     listed     in 
report  of   Messr.'!.    Howell,   Hamlin   and   Storrow,   but   shown   on   profile   at- 
tached  to   Exhibit. 

t   10.2  from  the  profdc;  10.5  in  above  report. 
t     9.2  from  the  profile;    9.5  in  above  report. 

Difference  in  Depression  from  Hamlin-Howell-Storrow  Report 

The  principal  differences,  it  will  be  noted  are  at   Fourth.  Seventh   and 


F.i.i.MiNATioN  c)i-  Grade  Ckossixgs  Along  Los  Angki.ks  Kukr         141 

Ninth  Streets,  where  the  amount  of  depression  we  have  recommended  is 
considerably  less  than  that  recommended  in  the  report  of  the  three  engi- 
neers. At  the  other  streets  the  diiiferences  are  probably  due  to  the  fact  that 
our  data  is  more  accurate,  for  we  have  made  no  attempt  to  depart  from  the 
proposed  elevations. 

It  was  at  first  thought  that  the  grades  recommended  by  the  three  engi- 
neers would  be  entirely  satisfactorj-,  but  a  detailed  study  has  led  us  to 
believe  that  the  modifications  as  shown  in  the  last  tabulation  should  be  made. 
The  following  line  of  reasoning  was  responsible  for  this  change: 

It  was  assumed  that  if  a  union  passenger  terminal  is  recommended  or 
established  in  the  vicinity  of  the  Plaza  or  at  the  Arcade  depot  site,  the  Santa 
Fe  should  not  be  forced  to  regrade  the  entire  area  of  about  sixty  acres  cov- 
ered by  its  freight  yards  between  First  and  Seventh  Streets;  or  if  a  union 
station,  passenger  or  freight  is  recommended  or  established  at  the  Santa 
Fe  site,  the  grading  should  be  reduced  as  far  as  possible.  In  short,  this 
whole  yard  area  should  not  be  rec|uired  to  be  depressed  unless  some  advan- 
tage consistent  with  the  cost  obtains.  The  cost  does  not  wholly  lie  in  tlie 
excavation  ;  removing  and  replacing  tracks  under  operation  is  a  large  factor. 

If  the  Santa  F"e  is  to  use  this  yard  for  freight  alone,  we  would  have  a 
unitin  passenger  station  elsewhere.  If  it  be  at  the  Plaza,  then  two  main 
line  passenger  tracks  would  be  required  along  the  river  and  south  of  Fourth 
Street,  and  good  practice  w'ould  indicate  that  through  freight  trains  and 
switching  would  require  separate  tracks.  If  the  grade  proposed  by  the 
three  engineers'  report  at  Seventh  Street  (elevation  235.7 — City  datum)  be 
adopted,  and  also  the  plans  for  a  viaduct  similar  to  that  shown  in  Fig.  56  on 
page  185  with  four  adjacent  tracks  along  the  river,  the  problem  arises  as 
to  how  to  get  the  heavy  freight  trains  into  the  yard  on  practicable  gradients. 

Any  studies  relative  to  grades  between  Seventh  Street  and  the  throat  of 
the  yard  should  take  into  consideration  the  ruling  grades  on  the  Santa  Fe 
freight  district  over  which  Santa  Fe  trains  entering  this  yard  must  run. 
The  present  ruling  grade  westward — San  Bernardino  to  Los  Angeles — on 
the  Santa  F"e,  via  Fullerton,  is  0.7  per  cent,  and  to  introduce  any  grade 
heavier  than  this  at  this  point  would  reduce  the  freight  engine  tonnage  rat- 
ings. This  is  highly  objectionable  since  it  reduces  the  number  of  cars  in 
every  train  which  is  tilled  u])  to  the  tonnage  limit  of  the  locomotive. 

Opposite  \\'illow  Street  which  is  about  the  southerly  throat  of  the 
present  freight  yard,  the  present  main  line  tracks  of  the  Santa  Fe  are  at 
an  elevation  of  250  feet.  It  is  proposed,  by  constructing  two  tracks  whicli 
for  convenience  we  will  call  M  and  N,  parallel  to  the  two  tracks  adjacent 
to  the  river  the  nearer  nineteen  feet  west  of  them  and  descending  southerly, 
to  pass  under  a  proposed  viaduct  on  Seventh  Street  and  then  to  connect  both 
M  and  N  with  the  tracks  adjacent  to  the  river,  and  also,  by  a  single  track 
ascending  southerly  to  connect  M  and  N  with  the  coach  yard  tracks,  etc., 
near  the  location  of  the  present  Pullman  building.  This  situation  we  have 
attempted  to  show  graphically  in  the  accompanying  drawing. 


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liij  MI  NATION  oi'  Gkadic  CROSSINGS  Ai.oNc  Los  Ancicmcs  Rivkk         143 

With  the  tracks  at  Seventh  Street  at  elevation  235.7,  as  proposed  in 
City's  Exhibit  No.  1,  a  grade  in  excess  of  0.8  per  cent  on  tracks  M  and  N 
is  necessary,  and  this  is  too  steep.  If  this  elevation  is  changed  from  22)^.7 
to  239.7,  a  0.57  per  cent  grade  can  be  obtained,  which  appears  to  be  prac- 
ticable since  the  grade  at  this  point  should  be  equal  to  somewhat  less  than 
the  ruling  grade  on  the  district,  on  account  of  slow  movement,  virtual  profile, 
etc.  Raising  the  elevation  of  the  proposed  grade  at  this  point  4.0  feet  does 
not  appear  to  introduce  any  objectionable  features ;  the  toes  of  slope  of  the 
viaduct  approach  are  simply  moved  about  100  feet  further  away  from  the 
river,  and  on  the  west,  to  the  east  side  of  Santa  Fe  Avenue.  It  will  also  be 
possible — and  this  is  important — to  run  the  switching  leads  (which  are 
about  160  feet  from  the  river)  under  the  viaduct,  although  the  grades  of 
these  leads  will  not  be  the  best. 

On  the  north  side  of  Seventh  Street,  at  Santa  Fe  Avenue,  the  ground 
floor  of  an  existing  building  is  about  three  feet  above  present  grade.  Little 
damage,  therefore,  will  result.  A  tire  house  is  located  on  the  oi)posite  side 
of  Seventh  Street,  at  the  corner  of  Santa  Fe  Avenue,  and  appears  to  be  the 
only  building  affected  by  this  change  of  grade.  The  effect  on  this  structure 
is  simply  to  raise  the  street  at  the  doorway  from  five  to  seven  inches.  On 
the  whole,  there  is  little  dift'erence  in  property  damage  between  having  the 
depressed  tracks  at  elevation  235.7  and  239.7. 

At  Ninth  Street  the  grade  recommended  liy  the  three  engineers  is  at 
elevation  223.4.  It  seems  that  at  this  point,  too,  it  would  be  highly  desir- 
able, from  the  viewpoint  of  facility  of  operation,  to  have  the  Santa  Fe  main 
switching  leads,  which  are  here  also  about  160  feet  west  of  the  river,  carried 
across  Ninth  Street  instead  of  cutting  them  oft'  at  the  street  line.  This  is 
just  as  desirable  as  at  Seventh  Street. 

At  Ninth  Street  the  property  is  not  well  developed.  Nor  is  it  particu- 
larly expensive,  and  there  is  a  long  block  from  the  river  to  Santa  Fe  Avenue. 
At  present  the  main  switching  leads  are  at  elevation  227.5,  and  upon  exam- 
ination and  study  we  can  see  no  good  reason  why  they  should  not  remain 
at  this  elevation  and  why  the  tracks  ahjng  the  river  should  not  be  depressed 
to  the  same  elevation.  This  change  does  not  increase  the  cost  of  the  struc- 
tures out  of  proportion  to  the  reduction  in  excavation  for  the  tracks  and  to 
the  operating  advantages  gained. 

It  was  found  that  a  grade  line  connecting  these  new  pro])osed  elevations 
at  Seventh  and  Ninth  Streets  would  intersect  the  grade  line  proposed  by  the 
three  engineers  approxinialcly  at  Station  101  plus  77.  the  jxjint  of  change  of 
grade  at  First  Street,  and  we  have,  therefore,  shown  a  grade  line  straight 
from  Station  101  plus  77  to  approvimately  Station  1S4  plus  66.  the  center  line 
of  Ninth  Street,  as  will  be  noted  on  the  profile.  The  rate  of  grade  is  0.377 
per  cent. 

The  cost  of  the  depression  of  the  Santa  Fe  and  Salt  Lake  tracks  depends 
upon  the  location  of  a  union  passenger  depot  and  a  union  less  than  carload 


144  Liis  .\nc;ei.i-:s   Tkumixal   Investigation 

freight  terminal,  and  also  upon  the  location  of  various  main  line  freight  and 
passenger  tracks  running  north  and  south  through  the  City,  since  the  quan- 
tities involved  in  cxcaxation.  track  changes,  etc.,  depend  ui>nn  the  number 
of  tracks  and  their  arrangement. 

We  have,  however,  made  estimates  of  the  cost  of  depressing  the  tracks 
under  various  conditions.  The  bases  for  these  estimates  follow,  and,  while 
there  might  be  slight  changes  introduced,  the  figures  would  not  be  sensibly 
altered  by  the  introduction  of  minor  departures  from  the  major  plans. 

ESTIMATES  ON  THE  SANTA  FE  OR  WEST  SIDE 
OF  LOS  ANGELES  RIVER 

(a)  Simple  Depression  of  the  Santa  Fe  Tracks 

This  estimate  is  based  on  depression  to  the  proposed  grades  of  the 
Santa  Fe  tracks  as  they  now  exist,  except  that  certain  changes  are  intro- 
duced which  prevent  literal  adherance  to  this  statement.  The  present  main 
line  between,  approximately.  First  Street  and  Alhambra  Avenue  is  to  be 
abandoned  as  the  main  track  and  two  new  tracks,  constructed  adjacent  to 
the  ri\er  on  the  depressed  grade,  will  become  the  main  line.  Between 
First  Street  and,  approximately.  Fourth  Street,  it  is  proposed  to  construct 
a  double  track  line  adjacent  to  the  river,  in  addition  to  the  present  tracks. 
On  the  present  main  line,  between  First  Street  and  Alhambra  Avenue,  it 
is  proposed  to  remove  entirely  the  tracks  in  Aliso  and  Macy  Streets  but 
not  to  interfere  with  the  use  of  this  track  as  a  lead  for  the  industry  tracks 
branching  oiT  from  it.  Our  estimate  is  then  based  upon  a  double  track 
roadbed  and  tracks  along  the  river  all  the  way  from  North  Broadway  to 
Butte  Street  and  the  reconstruction  of  both  ends  of  the  yard  between  First 
and  Fourth  Streets  to  meet  the  proposed  new  tracks  along  the  river.  Esti- 
mates are  made  with  Alhambra  Avenue  depressed  and  also  with  that  Avenue 
not  depressed.  All  grading  for  necessary  changes  in  industry  tracks  is 
included. 

(b)  Depression  based  upon  Union  Passenger  Station  at  the  Plaza  and  Union 
Freight  Station  at  the  Santa  Fe  Site 

This  scheme  is  the  same  as  in  (a),  except  between  Aliso  Street  and 
Seventh  Streets,  where  the  excavation  is  estimated  as  that  necessary  for  a 
union  freight  station.  The  old  main  line  tracks,  approximately  160  feet 
from  the  river  bank,  are  proposed  to  pass  under  the  proposed  Seventh 
Street  viaduct  at  an  elevation  of  four  feet  below  that  of  the  depressed  river 
tracks,  and  the  excavation  includes  the  yardage  necessary  to  make  this  de- 
pression. It  is  this  arrangement  that  is  embodied  in  our  final  recommen- 
dations. 

(c)  Depression  Based  Upon  Union  Passenger  Station  at  the  Santa  Fe  Site 
This  estimate  is  the  same  as  in  (h)  except  that  the  excavation  between 

Aliso  and  Seventh  Streets  is  that  estimated  as  necessary  for  the  passenger 
station  yard.  This  scheme  also  contemplates  depression  of  the  old  main 
line  tracks  to  pass  under  the  Seventh  Street  viaduct. 


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148  Los  Angei.es   Termixai.   Investigation- 

(d)  Depression  Based  Upon  Union  Passenger  Station  at  the  Southern  Pacific 
Site  and  a  Union  Freight  Station  at  the  Santa  Fe  Site 
In  this  scheme  the  grading  is  the  same  as  under  (hi  aho\e. 

ESTIMATES  ON   THE  SALT  LAKE  OR  EAST   SIDE 
OF  THE  LOS  ANGELES  RIVER 

(a)  Simple  Depression  of  the  Salt  Lake  Tracks 

This  estimate  is  based  upon  the  depression  of  the  present  Salt  Lake 
tracks,  which  would  not  be  altered  in  any  other  way,  except  where  it  is 
necessary  to  change  connections  of  secondary  tracks,  such  as  yard  tracks 
or  industry  spurs.  The  excavation  for  the  roadbed,  however,  is  predicated 
u])on  sufficient  width  for  future  double-track  along  the  river.  The  align- 
ment is  changed  at  Macy  Street  to  bring  the  tracks  outside  of  the  official 
bank  of  the  river. 

(b)  Depression  Based  Upon  Union  Passenger  Station  at  Either  the  Plaza  Site 
or  the  Santa  Fe  Site 

This  estimate  is  the  same  as  in  (a)  except  that  double-track  with  heavy 
rail  is  substituted  for  the  present  Salt  Lake  tracks,  and  that  the  depression, 
instead  of  stopping  just  south  of  Ninth  Street,  is  continued  around  the  long 
curve  in  order  to  provide  a  satisfactory  grade  on  the  proposed  connections 
between  the  Salt  Lake  tracks  and  the  Santa  Fe  tracks  near  Soto  and  Lugo 
Streets. 

(c)  Depression  Based  Upon  Union  Passenger  Station  at  Southern  Pacific  Site 

In  the  fiilj.iwing  notes,  the  proposed  profile.  Fig.  27,  on  page  147,  for  the 
depressed  tracks  along  the  river  is  for  convenience  referred  to  as  "E.  D. 
(Engineering  Department)  Profile".  North  of  Aliso  Street  and  south  of 
Ninth  Street,  the  excavation  is  the  same  as  in  A  above.  Between  Aliso 
and  First  Street,  additional  excavation  is  required  by  the  six  tracks  (two 
along  the  river,  two  Pacific  Electric  tracks — these  are,  however,  on  a  trestle 
for  part  of  the  distance, — and  two  through  steam  passenger  tracks).  Between 
First  and  Seventh  Streets  the  river  tracks  follow  the  proposed  profile  in 
City  of  Los  Angeles  Exhibit  No.  1,  as  it  is  necessary  to  pass  under  Seventh 
Street  about  four  feet  lower  than  the  grade  proposed  on  "E.  D.  Profile", 
because  of  a  lower  approach  for  Seventh  Street  viaduct  so  that  the  passenger 
tracks  may  pass  over  the  street  near  Anderson  Street.  From  Seventh  to 
Ninth  Streets  the  river  tracks  are  on  a  grade  to  meet  the  grade  proposed  on 
"E.  D.  Profile"  at  Ninth  Street.  Between  First  Street  ond  the  foot  of  the 
approach  to  the  northerly  curved  bridge,  excavation  is  necessary  for  the 
steam  passenger  and  Pacific  FJectric  tracks,  which  are  on  the  "E.  D.  Profile" 
grade.  Between  Seventh  and  Ninth  Streets  the  approach  to  the  southerly 
curved  bridge  is  proposed  as  a  fill  and  the  grading  included. 

Adaptability  of  Southern   Pacific-Salt  Lake  Plan  to  Proposed  River  Track 
Depression 

The  approaches  and  viaducts  of  the  Southern  Pacific-Salt  Lake  plan 
can    be   adapted   to   the   plan   of   depression    of   the   river   tracks.     It    seems 


Elimination  of  Grade  Crossings  Along  Los  Angeles  River         149 

necessary,  however,  to  discuss  in  some  detail  the  grade  adjustments  neces- 
sary if  this  plan  is  given  further  consideration: 

To  explain  in  detail :  At  the  point  where  the  proposed  northerly  curved 
bridge  crosses  the  Santa  Fe  present  main  line  track,  just  south  of  Sixth 
Street,  the  proposed  grade  (after  depression)  of  the  Santa  Fe  top  of  rail 
is  elev.  243.84.  (All  elevations  herein  are  referred  to  City  datum.)  It  is 
estimated  that  the  gross  headroom  required  would  be  twenty-six  feet  at 
this  point — twenty-two  feet  for  lawful  clearance  and  four  feet  for  the  floor 
thickness  of  the  structure.  If  this  northerly  curved  bridge  be  on  a  ten 
degree  curve  and  on  a  1  per  cent  descending  grade  compensated  0.04  feet 
per  degree  of  curve  and  since  it  is  700  feet  from  the  Santa  Fe  tracks  to  the 
end  of  curve,  the  top  of  rail  on  the  elevated  structure  at  this  point  (end  of 
curve)  would  be  at  elev.  263.6.  From  the  end  of  curve  to  Fourth  Street 
is  approximately  850  feet  and  it  the  elevated  structure  descends  to  Fourtii 
Street  on  a  1  per  cent  grade,  the  top  of  rail  at  Fourth  Street  would  be  at 
elev.  257.1.  The  present  Salt  Lake  top  of  rail  is  elev.  256.0.  The  proposed 
elevation  of  the  depressed  tracks  is  246.2,  according  to  City  Exhibit  No.  1 
and  249.6  as  we  have  revised  the  grades  shown  in  this  exhibit.  The  bottom 
of  the  Los  Angeles  Railway  bridge  at  this  point  is  at  elev.  276.8,  and  sub- 
tracting from  this  the  proposed  elevation  for  top  of  rail  of  257.1,  we  note 
that  the  clearance  would  be  19.7  feet.  Either  this  structure  would  have 
to  be  raised  2.3  feet  or  the  clearance  would  be  imjjaired  by  tliis  amount. 
Though  it  does  not  appear  to  be  ver\-  difficult  to  raise  the  frame  trestles 
carrying  the  Los  Angeles  Railway  and  the  highway,  a  "l)ump"  of  2.3  feet 
in  the  bridge  would  be  objectionable.  The  ultimate  Fourth  Street  viaduct 
would  give  full  clearance,  and  since  the  iniiiairment  is  on  a  passenger  line 
on  a  non-permanent  structure,  we  have  decided  that  the  Southern  Pacific- 
Salt  Lake  scheme  can  be  adapted  to  the  depressed  grades  along  the  river, 
as  far  as  the  northerly  curved  bridge  and  its  approach  are  concerned. 

If  the  tangent  through  the  Los  Angeles  market  property  (and  ap])rnach- 
ing  the  southerly  curve  across  the  river  from  the  west)  be  extended,  it  will 
cross  the  Santa  Fe  tracks  (after  dei)ression  of  the  later)  where  the  top  of 
rail  is  at  elev.  253.4.  Adding  on  twenty-six  feet  for  gross  headroom,  as 
before,  gives  the  elevation  of  the  top  of  rail  on  the  elevated  structure  as 
269.4.  Also,  if  the  south  ajijiroach  to  the  southerly  curved  bridge  crosses 
Seventh  Street  ai)]>riixiniatcly  twent\-five  feet  west  of  the  west  line  of 
Anderson  Street,  it  will  cro.ss  Seventh  Street  (as  shown  on  Fig.  —  at 
elev.  252.3,  this  being  the  proposed  grade.  Seventeen  feet  gross  head- 
room being  re(]uired  here,  the  top  of  rail  on  the  elexated  structure  would 
have  to  be  at  least  269.3  or  approximately  the  same  as  where  the  curved 
bridge  southerlv  crosses  the  Santa  l""e  tracks.  In  other  words,  the  south- 
erly curved  bridge  and  its  approach,  as  far  south  as  .'>e\enth  Street,  would 
have  to  be  level  or  approximately  so.  The  ])roposed  elevation  of  top  of 
rail,  if  the  tracks  are  depressed,  at  Ninth  Street  is  227.2  or  there  would  be 
a  drop  of  forty-two  feet  (269.3 — 227.2)  between  Seventh  and  Ninth  Streets. 


150  I-os   Angki.es   Terminal   In\  ksticatkin 

As  the  distance  is  apprnxiniately  ooCK)  feet,  the  rate  of  grade  wouhl  conse- 
quently he  1.3  per  cent.  Tliis  rate  of  grade  is  too  great,  as  it  should  not 
exceed  1  per  cent,  and,  therefore,  the  Southern  Pacific-Salt  Lake  plan  cannot 
■  be  adapted  to  the  present  plan  of  depression  of  the  tracks  along  the  river, 
thatiis,  the  plan  which  proposes  the  grade  of  depressed  tracks  at  Seventh 
Street  at  clev.  239.7  w  ith  a  4  ])er  cent  aiiproach  grade,  as  shown  on  Fig.  56, 
page  1<S5. 

If.  ho\ve\er.  we  depart  from  the  adojited  maximum  of  4  jier  cent  for 
the  approach  grades  and  use  5  per  cent  and  commence  the  descent  at  this 
rate  from  the  east  abutment,  neglect  the  plateau  at  .\nderson  Street  and 
depress  the  Salt  Lake  tracks  adjacent  to  the  river  about  3  feet  more  (that 
is  to  elev.  235),  we  would  have  an  elevation  on  Seventh  Street  just  west  of 
.\nderson  Street  of  244.  Adding  17  feet  for  gross  headroom  would  give 
the  elevation  of  the  toj)  of  rail  on  the  elevated  approach  to  the  southern 
cur\ed  bridge  of  261.  which  is  33.8  feet  above  the  proposed  grade  at  Ninth 
Street.  .\s  the  distance  is  just  over  3.300  feet,  the  rate  of  grade  would  very 
slightly  exceed  1  per  cent.  and.  therefore,  this  scheme  appears  to  be  prac- 
ticable. If  it  were  thought  desirable  not  to  exceed  a  1  per  cent  grade,  the 
l>roposed  l)ridg"e  at  Ninth  Street  could  be  raised  about  1  foot  on  the  east 
side  without  detracting  from  its  apjiearance. 

'i"he  Sotithern  Pacific-Salt  Lake  have  proposed  three  schemes  for  get- 
ting around  the  difficulty  of  grades  at  Seventh  and  Fourth  Streets,  all 
shown  on  their  Exhibit  No.  15  (Fig.  28).  The  scheme  shown  in  green, 
according  to  testimony,  is  the  one  which  was  best  thought  of.  This  scheme 
requires  the  east  end  of  the  Seventh  Street  bridge  across  the  Los  Angeles 
Ri\er  to  be  about  6  feet  lower  than  the  west  end.  and  the  Salt  Lake  tracks 
to  be  depressed  aliout  IS  feet  below  the  present  level.  \\'e  should  say  that 
a  concrete  brid.ge  at  this  point,  which  is  of  more  or  less  monumental  con- 
struction and  visible  some  distance  in  almost  every  direction,  should  be 
level  as  far  as  the  channel  spans  are  concerned,  ^\'e  think  this  is  sufficient 
ground   for  the   rejection   of  these  plans. 

EXCAVATION  QUANTITIES 

The  excavation  (|uaiitities  for  depression  of  the  Santa  l-"e  and  ."^alt  Lake 
tracks  along  the  Los  Angeles  River,  as  estimated  for  the  \arious  combina- 
tions of  stations  and   routes,  are  as  follnwx: 

EARTHWORK   QUANTITIES— TRACK    DEPRESSION    ALONG 
LOS  ANGELES  RIVER 

Side  of  Los  Angeles  River 
Depression    of   Trackage    Along    River        Santa  Fe  or    Salt  Lake  or 
as    Influenced    by    Various    Plans  West  Side        East  Side  Total 

for    Union    Stations  Cu.  Yds.  Cu.  Yds.  Cu.  Yds. 

Alhambra   Avenue   Depressed 

Depression  of  Existing*  Trackage 
1.       N'o    Union    Passenger    or    Freight 

Station     279.372  208.918  488.290 


♦Based  on  completion  of  double  tracks  on  Santa  Fe. 


152  Los  Angeles  Terminal   Invkstication 

Depression  and  Double  Tracking 

2.  Union  Passenger  Station   at    Plaza.  544,026  235,561  790,487 
Union   Freight  Station  at  Santa   Fc 

Site 

3.  Union    Passenger    Station    at    Santa 

Fe    Site    556,629  235,561  792,190 

Xo   Union    Freiglit    Station 

4.  Union   Passenger  Station   at   South- 

ern   Pacific    Site 554,926  237.911  792,837 

Union   Frei.uht  Station   at  Santa   Fc 
Site 

Alhambra  Atvenue   not   Depressed 
Depression   of   Existing*   Trackage 

1.       Ko    L'nion     Passenger     or     I'reight 

Station     '. 243,107  184.645  427.752 

It  will  be  noted  that  the  excavation  required  for  the  depression  of  these 
tracks  along  both  sides  of  the  river  is  considerably  increased  (about  300,000 
cu.  yds.  or  over  60  per  cent)  by  the  grading  necessary  to  establish  either  a 
union  passenger  or  freight  station  at  the  Santa  Fe  site,  and  also  that  the 
total  e.xcavation  is  not  materially  different  between  the  various  plans  for 
the  union  stations.  It  may  be  possible  to  somewhat  reduce  the  yardage  to 
he  moved  from  the  Santa  Fe  site. 

The  amount  of  earthwork  is  not  large  for  the  comprehensive  changes 
which   are   involved. 

ORDER  IN  WHICH  THE  WORK  SHOULD  BE  DONE 
Simple    Depression — No   Union    Passenger   or   Freight   Station:      If    no 

union  passenger  or  freight  station  is  built,  but  if  the  grade  crossings 
along  the  Los  Angeles  River  are  eliminated  and  the  tracks  along  the  river 
are  de])ressed,  the  first  step  should  be  construction  of  Macy  Street  and  Aliso 
Street  viaducts,  which  would  require  depression  between  Alhambra  Ave- 
nue and  First  Street.  These  two  streets  are  selected  as  the  first  on  which 
the  grade  crossings  should  be  eliminated  because  of  the  fact  that  at  Macy 
Street  the  vehicular  traffic  is  heavier  than  at  any  other  existing  crossing 
and  bccatise  there  are  three  steam  railroad  tracks  involved.  Dej^ression  of 
the  tracks  along  the  river  at  Macy  Street  will  require  depression  at  Aliso 
Street  Ijecause  of  the  short  distance  between  them.  Regardless  of  this,  the 
heavy  Pacific  Electric  traffic  on  Aliso  Street  justifies  a  separation  of  the 
grades.  On  the  Salt  Lake  side  of  the  river,  the  tracks  would  simply  be 
depressed,  although  the  roadbed  would  be  made  wide  enough  for  two  tracks 
at  least.  On  the  Santa  Fe  side,  now  practically  all  double-tracked,  we  have 
estimated  complete  double-tracking.  The  different  steps  in  depression  are 
shown  in  Fig.  2i,  page  139. 

Depression  at  Macy  and  .\liso  Streets  requires  two  temporary  grades. 
On  the  Salt  Lake  side  one  would  be  on  a  0.441  per  cent  grade  ascending 
S(jutherly   from   Aliso  Street  to  Station  ,S7  phis  73,    (Fig.  23  on   page    139), 


Elimination  ok  Grade  Crossings  Along  Los  Angeles  Ri\er         153 

near  First  Street  and  another  on  a  grade  of  0.773  per  cent  ascending  northerly 
from  Macy  Street  to  Station  50,  near  Alhambra  Avenue.  f)n  the  Santa  Fe 
side  a  temporary  grade,  level,  would  he  installed  south  from  Aliso  Street  to 
Station  99  phis  98,  near  First  Street,  and  another  temporary  grade  north  from 
Station  71  plus  18.  just  north  of  Macy  Street  to  Station  53  plus  00,  near 
Alhamhra  Avenue,  the  rate  of  grade  being  0.969  per  cent  ascending 
northerly. 

Union  Station  at  the  Plaza:  Under  this  plan,  steps  in  the  depression 
of  the  tracks  along  both  sides  of  the  river  would  be  the  same  as  in  (a) 
above — depression  of  existing  trackage.  South  of  First  Street  double  tracks 
would  be  constructed  adjacent  to  the  river  on  the  present  grade  to  the 
existing  main  line  double  tracks  at  Sixth  Street. 

Union  Station  at  the  Santa  Fe  Site:  The  depression  of  tracks 
along  the  river  at  Macy  and  Aliso  Streets  and  the  establishment  of  the  ter- 
minal requires  a  complete  regrade  on  the  west  side  of  the  river  from  Macy 
Street  to  approximately  Sixth  Street.  Temporary  grades  connecting  the 
depressed  and  existing  grades  would  extend  from  Macy  Street  to  Alhambra 
Avenue  and  from  Sixth  to  Seventh  Streets.  The  existing  First  Street  via- 
duct. Iieing  higher  than  the  prnposcd  new  viaduct,  need  not  l)e  replaced 
because  of  the  union  station  at  the  Santa  Fe  site. 

On  the  west  side  of  the  river,  the  depression  would  be  the  same  as  for 
the   union   station   at   the    I'laza. 

Union  Station  at  Southern  Pacific  Site:  The  second  step  would 
consist  of  depression  of  the  tracks  between  .\lliambra  .Avenue  and  North 
Broadway  on  both  sides  of  the  river,  and  the  third  step  from  .\liso  Street 
to  Station  199  plus  68  on  the  Salt  Lake  side  of  the  river  and  Station  210  plus 
00  on  the  Santa  Fe  side.  .X  union  station  at  the  Southern  Pacific  site  would 
afifect  the  depression  of  the  tracks  along  the  Los  Angeles  River  as  follows: 

In  order  that  sufficient  trackage  be  provided,  the  Salt  Lake  tracks  should 
be  double  tracked  north  of  Fourth  Street  before  the  union  station  is  put 
into  operation.  Since  the  elevated  approach  to  the  Southern  Pacific  station 
from  the  Los  Angeles  River  could  only  be  built  to  a  permanent  grade,  and 
as  this  permanent  and  ultimate  grade  requires  depression  of  the  Santa  Fe 
and  Salt  Lake  tracks  in  ord^r  to  pass  under  the  elevated  tracks  just  south 
of  Sixth  Street,  and  further,  in  as  much  as  the  northerly  apjjroach  should  pass 
under  the  Fourth  Street  viaduct  and  the  southerly  ap])roach  over  Seventh 
Street  and  under  Ninth  Street,  the  Salt  Lake  tracks  should  be  depressed  from 
Macy  Street  to  the  sfuitherly  curved  bridge  proposed  over  the  Los  Angeles 
River.  Tem])orarv  grades  would  bring  the  tracks  to  the  existing  grade  at 
.\lhambra  .\venue  on  the  north,  and  Seventh  Street  on  the  south.  The 
Santa  Fe  tracks  would  be  depressed  as  in  the  heading  (b)  above.  In  addi- 
tion, thev  would  have  to  be  depressed  to  pass  under  the  proposed  elevated 
approach  to  the  Southern  Pacific  Station.  This  would  occur  just  south  of 
Sixth  Street,  the  existing  grades  being  regained  at  Seventh  Street  and  about 
Willow  Street. 


CHAPTHRX  II. 

OUTLINE 

General  Elements  of  Desi§rii 

Bridge  Roadway 
\iMir, •ach  Grades 
~     i'stiniates 

Present  and  Proposed  Bridges 

Humboldt  Street — Santa  Fe  Bridge 

North  Broadway  Bridge 

North  Spring  Street  Bridge 

North  Main  Street  Bridge 

Alhambra  Avenue — Southern  Pacific  Bridge 

Macy  Street  Bridge 

Aliso  Street  Bridge 

First  Street  Bridge 

Fourth  Street  Bridge 

Seventh  Street  Bridge 

Ninth  Street  Bridge 

Butte  Street — Salt  Lake  Bridge 

New  Double  Track  Railroad  Bridge  South  of  Butte  Street 

Santa  Fe  Railway  Bridge — South  of  Butte  Street 

Twentv-Sixth  Street  Bridge 


CHAPTER  VII 

PRESENT  AND  PROPOSED  BRIDGES  0\ER  THE  L(JS  A.\(.i...i.- 

RIVER 

In  a  plan  for  the  elimination  of  grade  crossings  adjacent  to  the  Los 
Angeles  River  by  the  depression  of  the  Santa  Fe  and  the  Salt  Lake  tracks 
along  the  river  and  by  the  elevation  of  the  streets,  the  element  of  cost  is  one 

of  the  controlling  factors. 

W  e  have,  therefore,  drawn  plans  and  made  estimates  for  structures  to 
carry  the  following  streets  over  the  tracks  and  the  river: 

North  Spring  Street,  First  Street, 

North  Main   Street,  Fourth   Street. 

Macy  Street.  Seventh  Street. 

.\Iiso  Street.  Ninth  Street, 

At  North  Spring  .Street,  it  is  proposefl  to  remove  the  present  structure, 
but  at  all  of  the  other  streets  it  i.'-  proposed  that,  ultimately,  new  bridges 
shall  be  buili. 

GENERAL  ELEMENTS  OF  DESIGN 

A  survey  of  the  plans  we  present  will  show  that  we  have  endeavored 
to  maintain  a  general  standard  of  construction  and  have  adopted  a  type  ot 
bridge  which,  we  believe,  will  make  the  best  appearance  at  a  low  first  cost 
and  which  will  be  the  most  economical  to  maintain. 

.\rch  bridges  are.  without  question,  the  most  desirable  from  the  aesthetic 
standpoint,  and  v.hen  constructed  of  reinforced  concrete,  there  is  practically 
no  maintenance  expense  outside  of  that  of  maintaining  the  roadway.  Our 
designs  for  all  these  bridges  show  reinforced  concrete  arch  structures  of 
three  spans.  It  is  well  recognized  architecturally  that  there  should  be  an 
uneven  number  of  arches  for  the  most  pleasing  effect,  and  since  it  also 
appears  more  economical  to  use  three  spans  across  the  300  foot  channel 
of  the  river,  our  designs  for  all  these  bridges  show  three  spans  of  100  feet 
each. 

Bridge  Roadway 

The  majoritv  of  the  streets  leading  to  the  river  are  80  feet  wide,  with 
a  56  foot  roadway  and  12  foot  sidewalks.  The  most  recent  bridges,  at 
North  Broadway.  North  Main  and  Seventh  Streets,  adhere  to  this  width 
of  roadway,  which  provides  for  two  lines  of  cars  and  four  lines  of  vehicles, 
including  operating  clearances.  As  the  number  of  pedestrians,  as  revealed 
by  traffic  counts,  does  not  indicate  that  a  sidewalk  over  6  feet  in  width 
is  necessarv.  two  walks  of  this  width  have  been  used  in  the  design.  The 
sketch  below  shows  the  cross  section  .f  .Tn  )^  foot  street  where  amr>le  riMim 
is  provided  by  a  56  foot  roadway. 


156 


Los    AXGELES     TfRMIXAI,     IxVESTTCATlnX 


BW/py/xvw 


iz"-o" 


56 '-O" 


l8'-0" 


\^w/w//m 


IZ'-O" 


so'-o" 


CROSS- SECTION    OF  EIGHTY  FOOT  STREET 
LOS  ANGELES 

SCAtE   IN  FEET 
0         5         K) 


CASE  970 
APRIL  1919         NO.BZ-IB 


California  Rallrrail  rnniniissidii  Enginpering  Dcpt, 

FIG.    U!l.      CROSS-SECTION    OP    EIGHTY    FOOT    STREET 

Nortli  Main,  Macy,  First.  Fourth,  Seventh  and  Ninth  Streets  are  SO  feet  wide  at  tlie 
T^os  Angeles  River.  This  section  is  drawn  to  sliow  the  space  allotted  to  cars,  vehicles  and 
pedestrians  in  the  normal  arrangement.  It  is  important  that  this  arrangement  be  main- 
tained at  bridges  and  tunnel  portals  with  the  faster  traffic  toward  the  center.  Nine  feet 
is  the  standard  width  for  one  line  of  vehicles  including  clearance. 

The  approaches  to  the  bridges  really  consist  of  two  parts :  The  structure 
which  carries  the  street  over  the  tracks  adjacent  to  the  river,  and  the 
approaches  descending  from  these  spans  to  the  street  level.  The  spans  over 
the  tracks  have  been  designed  in  steel  in  order  to  provide  a  minimum  floor_ 
thickness,  and  therefore  a  minimum  elevation  for  the  roadway  on  the 
viaduct,  and  a  minimum  length  of  approach  grade.  While  this  form  of 
construction  is,  ordinarily,  undesirable  on  account  of  the  corrosion  resulting 
from  the  locomotive  gases,  this  objectionable  feature  may  be  overcome  by 
cement  gun  treatment  and  by  a  reinforced  concrete  suspended  ceiling  under 
the  bridge.  The  girders  would  support  reinforced  concrete  floor  slabs  on 
which  the  pavement  would  be  laid. 

Approach  Grades 

A  study  of  the  approach  grades  has  led  us  to  the  conclusion  that  4 
per  cent  is  the  maximum  which  should  be  used.  We  believe  it  will  be 
readily  conceded  that  anything  over  .^  per  cent  is  too  steep,  and  as  the 
difference  in  cost  between  4  per  cent  and  3  per  cent  grades  is  not  particularlv 
large,  we  have  endeavored  to  keep  the  approach  grades  down  to  4  per  cent. 
However,  in  one  or  two  cases,  this  has  been  increased  slightly  on  account 
of  large  property  damages  which  would  result  from  absolute  adherence  to 
this  rate.  The  present  grades  of  7  per  cent  on  North  Spring  Street  and  Jyi 
per  cent  on  First  Street  are  admittedly  too  steep. 

I'lir  the  sloping  appmaclu-s,  an  earth  rill,  or  retaining  walls  and  fill,  is 
the  most  economical  form  of  construction.  In  some  locations,  the  simple 
fill    is   possible:    in   others,   on    account   of   abutting   property,    it    would    be 


Present  and  I'uords:-:!)  I'>kii)c;i-;s  ()\i:k  Lns  Angki.es  Ri\i-:u         .,     157 

necessary  to  construct  rcinlurced  concrete  retaining  walls  along  the  property 
lines. 

In  presenting  these  designs,  it  will  be  understood  that  they  are  but 
preliminary:  they  are  necessary  for  a  secure  foundation  upon  which  estimates 
can  be  made  but  do  not  preclude  any  changes  which  may  prove  desirable. 
In  fact,  it  is  expected  that  changes  will  be  made,  but  the  drawings  are 
adapted  for  use  as  a  basis  for  detailed  working  drawings. 

In  general  we  have  shown  spans  over  three  tracks  along  both  the  river 
banks,  and  the  estimates  are  based  on  this  assumption.  Union  passenger 
station  plans,  or  other  ])lans,  have  considerable  influence  on  the  trackage, 
and  as  all  plans  could  not  be  provided  for  in  one  drawing,  we  have  used 
this  basis  of  three  tracks,  subject  to  change  for  final  plans. 

Cost  Estimates 

The  estimates  of  cost  for  the  various  viaducts,  as  given  in  connection 
with  each  bridge,  cover  the  total  cost  of  changing  from  the  present  structure 
and  include,  in  addition  to  the  structural  costs,  the  estimates  covering  aa- 
ditional  land  where  necessary,  changes  in  pole  and  pipe  lines,  street  rail- 
way tracks,  building  changes,  temporary  structures  and  damages  for  the 
full  length  of  bridge,  including  approaches.  The  figures  do  not  include  any 
changes  in  the  steam  railroad  tracks,  these  alterations  having  been  covered 
in  the  estimates  for  the  depression  of  these  tracks. 

PRESENT  AND  PROPOSED  BRIDGES 

Humboldt  Street-Santa  Fe  Bridge 

llumljuldt  Street-Santa  Fe  Bridge  carries  the  main  line  of  the  Santa 
Fe  between  Los  Angeles  and  San  Bernardino,  via  Pasadena.  This  single 
track  through  skew  truss  steel  structure,  located  mirth  of  North  Broadway 
Bridge,  is  beyond  (north  of)  those  parts  of  the  Los  .\ngeles  River  banks 
which  are  involved  in  the  elimination  of  grade  crossings  adjacent  to  the 
river,  and  in  this  report  no  reconstruction  of  this  bridge  is  contemplated. 

North  Broadway  Bridge 

North  Broadway  Bridge  (also  known  as  Buena  \'ista  Street  Bridge)  is 
a  reinforced  concrete  structure  of  7  spans,  carrying  North  Broadway  across 
one  end  of  the  Southern  Pacific  freight  yard,  Santa  Fe  tracks,  the  Los 
Angeles  River,  and  the  Salt  Lake  tracks.  This  bridge,  approximately  900 
feet  long,  was  completed  about  1913.  On  the  west.  North  Broadway  is  cut 
into  the  hill,  so  that  no  filled  approach  is  necessary.  The  east  end  branches 
into  Pasadena  Avenue  and  North  Broadway,  the  approaches  to  these  streets 
being  on  earth  fill  with  a  street  grade  of  approximately  5  per  cent.  The 
erection  of  this  structure  is  notable  in  that  it  is  really  the  first  satisfactory 
solution  of  the  grade  crossiing  problem,  the  bridge  crossing  over  24  steam 
railroad  tracks.  It  is  a  monumental  >lructure  and  thoroughly  modern,  and 
no  one  interested  in  the  problem  of  eliminatnig  grade  crossings  on  the  Santa 


158 


Los  Axgei.es  Terminal  Twkstic.aiid.v 


l'\'  and  Sail  Lake  tracks  aUmg  tlie  river  has  considered  it  necessary  to 
change  this  structure  or  to  alter  the  present  grades  of  the  tracks  which  run 
beneath  it.  This  bridge  carries  two  tracks  i>f  the  Los  .Angeles  Railway  and 
has  a  roadway  56  feet  wide  and  two  sidewalks  of  8  feet. 

We  recommend  an  inclined  ai)proach  to  this  viaduct  from  P>aker  Street, 
as  will  be  noted  later.  This  will  ser\e  the  traffic  now  taken  care  of  by  the 
unsightly  Spring  .Street  Hridge.  the  ultimate  remnval  nf  which  is  recum- 
mended. 


FK;.  .<S0.     SANTA  FE  BRIDGE  -ACROSS  THE  bOS  .ANGELES  RIVER 

This  single  truck  steel  structure  carries  the  main  line  of  the  Santa  Fe  via  Pasadena 
acrn.ss  the  River.  It  is  located  near  Humboldt  Street.  Nothing  is  contemplated  in  this 
report  wtiicli  would   refiuire  changes  in  this  bridge. 


■tt  V^S''-^ 


•I^.W-I 


i<'iG.  :ii.     .\oitrii   iiKiiMiMW    iii<ii><;e 

Tills  reinforced  concrete  structure.  Iniilt  in  l!il:i,  carried  North  Broadway  over  the 
Southern  Pacillc  and  Santa  Fe  tracks,  the  l.cis  .Angeles  River  and  the  Salt  Ijiike  line  to 
Pasadena,  and  marks  the  first  comprehensive  step  of  the  City  in  the  permanent  eliminatinn 
■  •i'  grade  crossings.     About  17.0(10,000  people  per  year  use  this  viaduct. 


Pki!Si:.\t  ami  l'uiii'iisi:i)  IIkiocks  0\i:r  I.hs  .\m;i-.i  i:s  Ki\i:i< 


13' J 


ri<i.  :ii'.     \((Hiii   si'KiNCi   si'Hi;i;i'   iii<ii><;i':   iiti>>MN<.    iiii';    in  \«  k>  oi'    iiiI';   >  \n  r  v 
ri:.  'I'lii':  i.os  a\c;|':i,i:.s  kixkk  \m>  'iiik  'iiivcivs  oi'  tiiI''.  svi.t  i.vivi-: 

This  steel  deck  structure,  built  before  IS90,  is  in  fair  condition  and  will  undoubtedly 
he  fit  for  some  ten  years.  While  the  approach  grades  are  approximately  seven  per  cent, 
the  traffic  is  not  very  heavy.  A  street  car  line  which  crossed  this  bridge  was  removed  in 
191S.  As  noted  elsewhere,  the  Iloor  on  the  right  main  span  can  be  raised  level  witli  the 
top  clioril.  and  a   new  approacli   built  to  correspond   therewith. 


North  Spring   Street  Bridge 

North  Spring  Street  is  carried  ii\er  the  river  on  a  steel  deck  truss  bridj^e 
with  approaches  consislin;.;  dl  a  plank  floor  supported  by  steel  stringers  on 
steel  bents.  The  total  length  cil"  the  bridge  is  742  feet;  the  width  is  56  feet, 
which  is  used  for  a  30  foot  roadway,  and  a  sidewalk  on  cither  side.  This 
30  foot  roadway  was  parti)-  occupied  by  the  tracks  of  the  Los  .\ngeles 
Railway,  which  wei-e  spaced  11  feet  centers,  l)ut  these  tracks  were  removed 
in  l'J18.  'i'hc  grade  of  appmach  on  the  west  side  of  the  river  is  7J.4  per 
cent  and  on  the  east  side  is  7  per  cent,  'i'he  clearance  (i\cr  the  Santa  Fe 
tracks  is  20.4.3  feet  or  1.55  feet  less  than  lawful  clearance,  and  on  the  Salt 
Lake  side  the  clearance  is  17  feet  8  inches  mi  the  main  line  and  1''  feet  9 
inches  on  the  siding,  or  4  feet  4  inches  and  2  feet  3  inches  respectively  less 
than  the  lawful  clearance  of  12  feet.  The  river  spans  are  100  feet,  three  in 
nuiiilicr.  and   arc   sujipurtcd   "u   30-inch   steel   cylinder  piers. 

This  structure  is  a  \  erv  nld  ime  and  we  have  been  ,ible  ti>  derive  very 
little  information  regarding  its  histury.  It  might  lie  interesting  to  note 
that  the  vokes  used  for  a  cable  railway  are  still  in  view  from  beneath  the 
bridge,  which  is,  in  ilsclf.  indicntixc  of  the  use  of  this  liridgc  as  far  i)ack 
as  1890.  At  the  present  time,  the  i)ridge  is  well  jiaintcd  and  is  probably 
satisfactorv    for   the   small    amount   of   tralVic    which    it   carries,    except    that 


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Presknt  axi)  Proi'osed  Rridcks  0\i-:r  Los  Ancki.ks  Ki\i;u 


161 


I'Ki.  :«.      .NOKTll   li.\U  OF   .NOUTII   .SI'llI.Vt;   STUIiKT   lllill)(;i: 

It  is  possible  to  raise  tlie  floor,  which  now  slopes,  so  that  it  will  he  level  and  at  the 
same  elevation  as  the  top  chord  of  the  truss,  construct  new  steel  approach  spans  over 
the  Salt  Lake  tracks,  and  extend  the  filled  approach  toward  Pasadena  Avenue.  The 
present  clearance  over  the  Salt  Lake  tracks,  which  are  dipped  under  the  bridge,  is  ap- 
proximately 6  feet  less  than  lawful  clearance.  It  is  recommended  that  this  structure  be 
removed   entirely    in   the   future,   in   accordance   with   plans. 

there  is  excess  vibratinn  under  heavy  trucks.  The  use  of  this  bridge  was 
almost  entirely  discontinued  after  the  construction  of  the  so-called  Buena 
\^ista  \'ia(hict.  which   carries  North   Broadway  over  the  river. 

The  present  g:rade  of  the  Salt  Lake  track  on  the  east  bank  of  the  river 
between  the  North  Spring  Street  bridge  and  the  North  Broadway  bridge 
is  1.4  per  cent.  The  elevation  of  top  of  rail  at  North  Spring  Street  is  300.89. 
By  improving  the  grade,  as  shown  in  Fig.  2,i  nn  page  l.V).  the  elexatinn 
at  North  Sjiring  Street  will  become  304.29. 

This  change,  together  with  the  addition  of  one  or  two  tracks,  would 
require  reconstruction  nf  tlie  east  approach  to  the  North  Spring  Street 
bridge  ajiproxiniately  as  shown  in  Fig.  34.  It  would  l)e  necessarj-  to  raise 
the  flcKir  beams  on  tlie  eastermost  river  span  and  to  use  new  steel  con- 
structiiui  (i\er  tlie  tracks.  It  is  estimated  that  these  alterations  would 
cost  $72,4.^0. 

.\n  alternate  |)laii  is  to  Iniiid  an  incline  from  the  wide  pier  of  the 
present  North  Broadway  bridge  down  to  grade  on  liaker  Street,  as  shown 
on  Fig.  129.  This  ])lan  has  several  advantages:  As  the  North 
Spring  Street  bridge  is  about  30  years  old.  it  wnuld  ha\e  to  l)e  re- 
built soon  under  the  lirst  scheme.  As  it  is  only  about  400  feet  from  the 
North  Broadway  bridge  and  1200  feet  from  the  North  Main  Street  bridge, 
the  renewal   wmild  hardly  seem  justified.     The  west  api)r(->ach   has  a  grade 


162 


Los   Ancjei.es:   Tkn-minat.    Twt.sth.ation 


I'lU.  35.      l,.VUOE  I'IKU — XOUl'II   BROAUWAV  UUIUUK 

This    view    sliows    the    large    pier    where    tlie    viaduct    recommended    in    Baker    Street 
would  connect   witli   Xorth   Broadway  Bridge. 

of  lYi  per  cent.  The  only  excuse  for  its  continued  existence  seems  to  be 
the  fact  that  it  serves  the  lower  territory  west  of  the  river  and  south  of 
North  Broadway.  This  territory  will  be  made  accessible  from  North 
Broadway  by  this  incline  in  Baker  Street. 

The  Baker  Street  incline  will  cost  mure  than  the  North  Spring  Street 
incline,  our  estimate  being  $111,0.S1;  and  rather  than  expend  $72,450 
for  a  temporary  ajjproach  to  Spring-  Street  viaduct,  it  is  preferable  to  con- 
struct the  Baker  .Street  a])proach  and  to  demolish  the  Spring  Street  bridge 
as  soon  as  reconstructicm  of  the  .Salt  Lake  tracks — which  pass  under  it — makes 
this   necessarj'. 


I'kkskxt  ami  Proi'oskii  Hu!I)(;f:s  nvi-u  Los  Axgei.f.s  Rivf.r 


163 


Kio.  :»<•.    \oiiTii  ■(iviN  >iui:i:r  iiKiixa:.  <i{«»ssi>(i   im:  swta  fk  a\d  salt  lvkk 

I'll  \(  IvS   AM>    riir.    I. OS    AXiKI.KS   l<l\  KK 

Tliis  inuJern  ^^tI■U(JlUl■e  was  built  in  11»UN-1!>09,  lias  a  roadway  56  ftel  wide  and  twu 
6-foot  sidewalks.  The  viaducts  recomnientled  in  this  report  are  similar  to  this  structure, 
if  it  were  at  elevation  great  enough  to  cross  over  tiie  tracks  at  both  ends  of  it.  It  is 
proposed  that  this  structure,  except  the  piers,  be  raized,  and  a  new  viaduct  built  on  the 
t  xisting  piers. 

North  Main  Street  Bridge 

Alain  Street  is  carried  acro.'^s  the  ri\er  cm  a  3-hinge(l  arch  concrete 
structure  of  87  feet  clear  span.^  supported  on  skewed  concrete  piers. 
This  bridge  was  built  in  1908-1909,  part  of  the  cost  being  contributed  by 
the  Los  Angeles  Railway.  This  bridge  is  68  feet  in  clear  width,  56  feet 
being  used  for  the  roadway  and  12  feet  for  the  two  sidewalks.  The  ap- 
proaches are  slightly  elevated  above  Main  Street,  the  grade  being  2  per 
cent  on  the  west  side  and  4  per  cent  on  the  east  side.  This  is  a  thoroughly 
modern  structure  in  every  respect  and  is  in  excellent  condition. 

The  depression  of  the  river  tracks  at  Main  Street  being  considerably 
less  than  at  the  other  crossings,  the  approaches  are  necessarily  much  longer, 
the  depression  of  the  tracks  recommended  at  this  point  being  as  follows: 

Santa    Fe   Tracks 2.5  feet 

Salt    Lake   Tracks 4.5  feet 

For  the  west  approach,  enough  property  should  be  acquired  to  make 
an  easy  curve  at  the  turn,  and  access  to  Chavez  Street  should  be  provided 
by  a  driveway  at  the  present  grade  alongside  the  approach.  The  sidewalk 
on  the  side  of  the  viaduct  may  extend  over  this  driveway,  supported  by 
brackets  from  the  retaining  wall. 

On  the  east  side  of  the  river,  Darwin,  Mozart  and  North  Main  Streets 
converge  but  do  not  intersect.  Darwin  Street,  although  80  feet  wide,  stops 
at  Douillard  Street,  and  Mozart  Street  reaches  within  40  feet  of  Main  Street. 


PkKSKNT  AM)    I'Kdl'USKIl    I'.KIDCKS  OvUR  Lf)S  A  NGICI.KS   RiVICU  165 

It  would  seem  losjicnl  to  extend  these  streets  to  an  intersection.  Lamar 
Street  must  connect  with  the  viaduct  because  of  the  Los  Angeles  Railway 
tracks  and  the  heavy  tralllc  tiiereover  to  the  Southern  Pacific  sho|)s.  Albion 
and  Gibbon  Streets,  although  unimportant,  are  shown  connected  bv  a  subway. 
The  new  viaduct,  it  is  estimated,  would  cost  $54.^,084. 


Fit;.    38.       StHTHKR>-    IMCIKIC    llllinOF;    AfRO.SS    Tllli    LOS    ANGKLKS     KIVER 

AT    AMIAMRHA    AVENirF 

This  is  a  throuRli  double-track  riveted  truss  bridge,  built  In  1903.  Tn  tills  report 
it  is  proposed  to  leave  it  as  it  is  for  the  present.  I'ltimately,  when  the  Santa  P'e  and 
Salt   Lake   tracks  are   depressed,   this   bridge  should   be  lowered   to  correspond. 

Alhambra  Avenue-Southern  Pacific  Bridge 

Alhambra  Avenue  Bridge  carries  the  double  tracks  of  the  Southern 
Pacific  across  the  Los  Angeles  River,  these  tracks  crossing  at  grade  the 
Santa  I*"e  tracks  on  the  west  bank  and  the  Salt  Lake  tracks  on  the  east 
bank.  These  crossings  are  protected  by  interlocking.  This  modern  steel 
structure  was  built  in   1903  and  is  in  good  condition. 

.\s  discussed  elsewhere  in  this  report,  with  both  Alacy  Street  and 
North  Main  Street  avai]a1)le.  it  will  not  be  necessary  for  many  years  to  use 
.Mhambra  Avenue  for  highway  purposes.  The  City  granted  the  Southern 
I'acific  a  perpetual  right  of  way  over  this  street,  and  since  it  is  well  used 
as  a  jirincipal  railroad  entrance  and  because  of  its  directness,  we  have  not 
thnuglit  it  advisable  to  recommend  any  changes  in  the  present  bridge  across 
the  Los  .Kngeles  Ri\er  at  Alhambra  Avenue. 

We  are.  however.  ])resenting  estimates  for  the  depression  of  the  tracks 
along  the  river,  both  with  Alhambra  Avenue  depressed  and  with  that  street 
as  it  is;  and  in  the  former  case  the  estimate  includes  the  cost  of  lowering 
the  Alhambra  .\venue  bridge  and  the  necessary  changes  in  grade  on  the 
Southern   Pacific  tracks   which   will   accompany  the  lowering  of  the  bridge. 


160  Los  Angeles  Terminal  Investicjatiox 

Macy  and  Aliso  Streets  should  be  considered  together.  From  the  evi- 
dence presented,  there  was  some  question  as  to  whether  one  or  two  bridges 
should  be  built,  and  if  one,  on  which  street.  Macy  Street  has  several  ad- 
vantages over  Aliso  Street : 

1.  It  has  a  shorter  approach  on  the  east  side  of  the  river. 

2.  The  crossing  of  the  river  is  more  nearly   a   right   angle,   and   .therefore, 

a  more  economical  bridge  is  possible. 

3.  Macy   Street   connects   two   very   important   main    thoroughfares — Sunset 

Boulevard   and    Mission   Road. 

4.  Lyon,    Howard    and    Center    Streets    lead    from    Macy    Street    into    .Aliso 

Street    diagonally;    thus    a    bridge    on    Macy    Street    would    serve    both 
streets. 

5.  Macy   Street   and   Brooklyn   Avenue   already   have   an   existing   car   route 

of  the   Los  Angeles  Railway. 
Aliso  Street  has  some  points  in  its  favor : 

1.  It   is   wider   than    Macy   Street,   having   a   width    of  90   feet,   while    Macy 

Street  is  but  80  feet  wide. 

2.  It   is  somewhat   more   direct.     However,  it  is  practically   the   same   dis- 

tance from  Mission   Road  and   Macy  Street  to  Lyon  and  Aliso  Streets 
via  Lyon  and   Macy  Streets  and  via  Aliso  Street. 

The  district  east  of  the  river  and  between  Macy  and  First  Streets  is 
conveniently  served  either  by  First  Street  or  by  Macy  Street.  Aliso  Street, 
east  of  the  river,  is  unimportant  and  it  finall}-  intersects  Macy  Street,  which 
is  known  as  Brooklyn  Avenue  on  the  east  side  of  the  river. 

Mr.  H.  C.  Nutt,  General  Manager  of  the  Los  Angeles  and  Salt  I^ake 
Railroad,  in  his  testimony  before  the  Commission,  favored  but  one  bridge 
for  the  two  sites,  and  that  one  at  Macy  Street  (Trans,  p.  1092).  We  agree 
with  Mr.  Nutt. 

It  will  he  well  tn  bear  in  mind  that  it  is  best  to  build  adeciuate  bridges, 
even  if  fewer  are  constructed. 


PrKSKN'T    \\ii    l'Ki]|'i)S|-,n   lildlxiF.S  OvF.K  T.dS  .\XGELES  RiVKK 


ir,7 


FIG.    3:t.      BKinGBS    ACROSS    I.OS    AMiEI.ES    KlVKIt    AT    JIA1»     STUKKT 

The  iieartr  hriilKe  is  tluit  of  tlie  Los  Angeles  ItniUvay;  the  f;irtlier,  the  highway 
bridge.  The  river  bed  has  been  ciinsiderably  filled  up  at  this  point  by  tlie  dumping  of 
refuse  into  if,  with  a  resulting  contraotion  of  the  waterway.  If  tracks  along  the  river 
are  to  be  depressed,  such  dumping  should  be  prohibited,  as  contraction  of  the  channel 
at  one  point  backs  the  water  up  to  a  higher  level. 


Macy  Street  Bridge 

Where  Macy  Street  crosses  the  ri\tr.  there  are  at  present  two 
bridges:  one  a  single  track  2-span  through  timber  Howe  truss  carrying  a 
single  track  of  the  Los  Angeles  Railway ;  the  other,  which  carries  the 
vehicular  traffic,  is  a  3-span  through  wood  Howe  truss  having  a  roadway 
18.3  feet  wide  and  one  sidewalk  about  6  feet  wide.  The  railway  bridge  was 
built  about  1903  and  is  not  in  very  good  condition  (<u  account  of  obsolescence. 
The  1.^3  foot  span  sways  liadly  (laterally)  under  the  cars  and  it  has  been 
necessary  tcj  place  a  false  bent  in  tlic  center  of  it  with  suitable  attachments 
to  prevent  this  sway.     The  spans  nf  this  bridge  are  \53i  and  129  feet  long. 

The  highway  bridge  was  also  i)uilt  about  1''03  and  at  the  present  lime 
has  about  reached  the  end  of  its  life,  both  from  the  standjioint  of  natural 
deterioration  and  of  ol)solescence.  The  bridge  has  three  100-foot  spans  and 
is  supported  on  steel  cylinder  piers,  which,  in  turn,  are  su])ported  on  con- 
crete piers.  The  concrete  piers  were  added  as  underpinning  as  the  bed  of 
the  river  was  lowered.  This  condition  also  exists  at  North  .'>])ring  Street 
bridge,  and,  in  fact,  at  all  the  bridges  across  the  river. 

Neither  the  railwa\'  imr  the  highway  bridge  has  elevated  approaches, 
the  grade  on  both  sides  of  the  river  practically  meeting  the  grade  of  the 
street.  <  )n  tlie  west  side,  the  grade  of  approach  is  1,5  per  cent:  the  east 
approach  is  3.5  jier  cent. 


168 


Los     A.NT.KI.liS     Tf.KMINAI.     I.WICSTICATION 


FIG.    40.      ALONG    MACY    STREET    BRIDGES 

At    the    left    is    the    L#os    Angeles    Railway    bridge;    at    the    right    the    highway    bridge. 
Berauife  of  the   obs'cured   view   this  crossing  is  particularly  dangerous. 


Reference  to  the  plans  presented  for  a  bridge  at  Macy  Street  will  show 
that  the  existing  street  lines  have  been  adhered  to  west  of  the  river.  East 
of  the  river  the  street  is,  at  present,  only  60  feet  wide,  but  it  should  be 
widened  to  80  feet,  the  widening  to  take  place  on  the  south  side  to  reduce 
the  amount  of  skew  for  the  river  crossing.  Macy  .Street  is  not  straight,  but 
the  departure  from  the  straight  line  is  so  slight  that  in  our  opinion  the 
additional  expense  for  property  would  not  warrant  a  straightening.  During 
the  construction  of  a  new  bridge.  First  Street  can  be  used,  except  for  the 
Los  Angeles  Railway  traflic.  This  traffic  can  be  taken  care  of  by  a  tem- 
porary foot  bridge  and  a  "walking  transfer."  or  possibly  by  temporary  trans- 
fer arrangements  with  the  Pacific  Electric.  (")ii  the  east  side  of  the  river 
it  will  be  necessary  to  acquire  additional  property  for  street  widening.  The 
situation  is  shown  on  the  plan. 

Since  the  Santa  Fe  main  line  is  some  distance  from  the  ri\er  where  it 
crosses  Macy  Street,  this  bridge  can  be  constructed  with  practicallv  no 
interference  with  railroad  traffic  on  the  west  side.  The  short  approach  on 
the  east  side,  together  with  alterations  on  account  of  street  widening,  would 
shorten  the  period  of  construction  and  interference  -with  the  operation  on 
the  Salt  Lake. 

This  bridge,  it  is  estiniatccl,  wcmld  cnst  ^.^r<7.?57. 


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170 


Los  Axr.F.i.ES  Tf.rmixai-   Ixvkstigation 


FIG.  42.      ALISO   STRIiliT   UKIUUi:    ACUOSS    THE   LOS    AXGEI.K"-    UI\  EU 

This  through  plate  girder  structure,  built  in  1904-1905,  carries  tlie  tracks  of  the 
Pacific  EJectric  Railway  and  two  driveways,  as  is  shown  in  another  picture.  This  bridge 
Is  in  good  condition.  On  account  of  three  grade  crossings  adjacent  to  its  ends  and  as 
many  as  95  train  movements  per  hour,  this  structure  is  of  great  importance  in  the 
elimination  of  grade  crossings. 


Aliso  Street  Bridge 

Aliso  Street  Bridge  was  built  in  1904-1905  jointly  by  the  City  of  Los 
Angeles  and   the   Pacific   Electric    Railway.     The   total   cost   was  $61,195.80 

and  the  Paciiic  Electric  paid  $27,336.20,  or  44.7  per  cent.  This  is  a  steel 
through  girder  bridge  with  a  roadway  78  feet  wide,  the  center  27  feet  of 
which  is  used  for  the  double  track  of  the  Pacific  Electric  Railway.  Outside 
of  this  there  are  two  20  foot  driveways  and  outside  of  these  two  5  foot, 
7  inch  sidewalks,  cantilever  supported.  This  bridge  has  four  75  foot  spans, 
supported  on  concrete  piers,  and  at  the  present  time  is  in  excellent  condition. 
On  the  west  side  of  the  river  the  grade  approach  is  2.2  per  cent :  on  the 
east  side  1  per  cent.     Neither  of  the  approaches  is  elevated. 

.MI  plans  dealing  with  the  elimination  of  these  grade  crossings 
at  .Macy  and  Aliso  Streets  provide  for  the  continuance  of  the  Pacific 
Electric  along  Aliso  Street,  at  least  for  local  service.  One  adequate 
highway  bridge  at  Aliso  Street  should  meet  all  the  requirements,  par- 
ticularly as  these  two  crossings  are  only  800  feet  apart.  This  will  also  have 
a  tendency  to  maimain  the  parallelism  of  the  vehicle  and  railroad  traffic  in 
that  they  will  not  cross  after  they  have  left  the  industrial  portion  of  the  city. 

In  connection  with  several  different  schemes,  we  have  prepared  difl'crent 
plans  for  bridges  across  the  river  at  Aliso  Street. 


I'kksicxt  AM)  I'Koi'osKii  Uriik.ks  0\  I- n  Los  Ancki.ks  Rivkr 


171 


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Kit;.  4:{.      \  IKW    I.OOKIIVG    AI,<IN<;    AI.ISO   STHEKT  IIKIIK.I':    \(  llnSS  THK 

i.us  a>'<;f:le:§  kiver 

Tlie  Pacilic  Electric  ti'acks  occupy  the  center  of  the  structure  between  two  lines  of 
girders.  Tliere  is  a  mattway  and  siilewalk  on  either  side,  the  roadways  being  but  18 
feet   wide. 


The  strength  of  the  present  .Aliso  Street  bridije  has  been  investigated 
to  determine  if  it  can  be  niodihed  to  use  as  a  four  track  internrban  railway 
bridge.  Using  the  Southern  Pacific  specification  lfX)6.  tlie  present  p.irt, 
including  stringers,  flnorbeams,  and  girders,  was  found  to  be  strong  enough 
for  the  ."southern  Pacific  oil  car  wheel  loads  or  Pacific  Electric  cars  of  any 
kind. 

Tt  will  be  necessary  to  provide  new  stringers,  floorlieanis  and  laterals  to 
replace  the  present  highway  construction.  They  should  be  of  the  type  now 
used  for  the  railway  part,  'i'hc  present  outer  girders  are  also  sufficient  for 
railway  use.  Tt  will  be  necessary  to  retain  the  present  spacing  of  girders 
because  of  the  substructure.  Although  no  extended  .study  has  been  made, 
the  existing  piers  seem  adequate.  In  separating  the  grades,  the  bridge  will 
be  raised  about  17  feet  and  it  may  be  best  to  use  steel  bents  on  top  of  the 
present  ])iers.  framing  the  girders  into  the  columns.  This  method  will  add 
less  weight  to  the  lootings  tlian  if  the  piers  are  extended.  The  existing 
piers  arc  somewhat  nnirow  to  be  given  additional  height. 


The   total    new   steel    re(|uired 
pounds,  not  including  approaches. 

The  life  of  the  bridge   should 
be  replaced  by  a  concrete  structure 


for   the   change    woidd 


nit  fi.S8,000 


)e  about  25   vears,  after  which   it   should 


172  Los  Angeles  Termixai.  Investigation 

Fig.  44,  which  accompanies  the  Engineering  Department  plan  for 
a  union  station  at  the  Plaza,  shows  full  use  of  the  existing  hridge. 
which  will  be  raised  while  the  present  highway  portion  will  be  strengthened 
so  that  the  structure  will  carry  four  tracks.  The  local  cars  will 
continue  along  Aliso  Street  as  at  present.  The  express  line,  as  shown, 
is  part  of  an  ultimate  project  in  that  it  is  designed  to  connect  with 
a  future  subwav  in  Main  Street.  This  express  line  will  leave  Aliso  Street 
bridge,  continue  as  an  elevated  road  across  the  property  of  the  Los  An- 
geles Cias  and  Electric  Corporation,  and  along  Ramirez  Street.  Near  the 
end  of  this  street  it  will  descend  to  the  ground  level,  where  the  treight 
and  express  connection  can  be  made  on  the  surface ;  still  further  west,  the 
line  will  descend  into  a  subway,  and  turning  to  the  south,  connect  with  a 
subway  in  Main  Street.  While  the  possible  damages  to  the  Los  Angeles 
(ias  and  Electric  Corporation,  because  of  the  result  of  reconstruction  and 
rearrangement  necessary  in  its  plant,  may  seem  large,  the  average  cost  per 
foot  is  the  criterion  wdiereby  a  project  of  this  kind  should  be  judged,  and 
the  right  of  way  and  property  damages  west  of  Center  Street  will  be  com- 
paratively small.  The  cost  per  foot  for  the  whole  distance  between  the 
river  and  Cain  Street  is  therefore  reduced  to  a  reasonable  figure. 

On  the  west  side  of  the  river,  provision  is  made  for  four  tracks  to 
Covina  Junction,  passing  under  the  (jallardo  Street  bridge.  Elevated  con- 
struction in  Aliso  Street  gives  team  access  to  abutting  propertv,  and  should 
not  be  objectionable  as  little  use  would  be  made  of  Aliso  Street  west  of 
Mission  Road. 

As  an  alternative,  new  and  higher  piers  could  be  built  north  of  the 
present  Aliso  Street  bridge,  and  sufficient  nropertv  could  be  acquired  on 
the  north  side  of  Aliso  Street  so  that  the  four  tracks  would  lie  just  north  of 
the  street  somewhat  similar  to  the  arrangement  shown  on  Fig.  45. 

A  double  track  bridge,  with  double  track  approaches,  is  estimated  to 
cost  $416,9,36,  based  on  use  of  the  existing  structure. 

Fig.  45  shows  an  arrangement  which  may  be  used  in  case  a  union  pas- 
senger terminal  is  located  at  the  Santa  Fe  site.  As  in  all  plans  for  a  bridge 
at  this  site,  no  highway  is  provided,  and  the  existing  girders  are  used. 
They  are  shown  erected  on  new  piers  north  of.  and  along  side  the  old  ones. 

For  the  express  tracks,  a  reinforced  concrete  bridge  is  shown.  Because 
of  a  bend  in  the  river  at  this  point,  the  piers  can  be  turned  somewhat  to 
reduce  the  amount  of  skew  of  the  spans,  and.  as  the  cross-section  of  the 
river  is  reduced  by  only  one  pier  at  a  time,  more  and  shorter  spans  can  be 
used  than  would  be  practicable  for  a  right-angle  crossing. 

Fig.  46  was  made  to  show  the  connections  in  case  the  Southern 
Pacific  site  should  be  adopted  for  a  union  passenger  station,  with 
connections  as  proposed  by  the  Southern   Pacific  and   the   Salt   Lake.     For 


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Los  Angiu.ks 


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1  WICSTIC.AIION 


the  local  tracks,  the  present  bridge  is  raised,  using  existing  girders  and  piers, 
the  express  tracks  passing  over  the  Salt  Lake  tracks,  along  the  river,  and 
proceeding  down  to  grade  along  the  river  bank.  Steel  construction  is  em- 
ployed, except  for  the  approach  along  the  river,  and  the  approach  is  designed 
as  a  ballast  deck  frame  trestle.  The  express  route  to  Sixth  and  Main  Streets 
is  well  over  half  a  mile  longer  than  the  local  route,  but  because  of  the 
absence  of  grade  crossings,  would  be  shorter  in  point  of  time.  Mr.  Paul 
Shuup,  President  of  the  Pacific  Electric  Railway,  testified  that  the  reduc- 
tion in  time  to  Echandia  Junction  would  be  8  or  9  minutes,  but  as  during 
part  of  the  day  but  10  minutes  are  consumed  for  the  present  trip  to  Mission 
Road,  this  llgure  is  excessive,  except  possibly  during  rush  hours.  Even 
then  the  difference  is  due  more  to  stops  for  passengers  than  any  other 
feature. 

First  Street  Bridge 

First  Street  is  carried  over  the  tracks  of  the  Santa  Fe,  the  river  and  the 
tracks  of  the  Salt  Lake  by  a  viaduct,  the  total  length  of  which  is  approx- 
imately 1400  feet.  This  viaduct  consists  of  three  steel  deck  truss  spans 
over  the  river  with  approaches  consisting  of  a  plank  floor  on  steel  beams 
supported  by  steel  bents.  The  west  approach  is  478  feet  long  with  a  max- 
imum grade  of  7  per  cent,  while  the  east  approach  is  90  feet  long  with  a 
maximum  grade  of  6  per  cent,  both  of  these  distances  being  the  length  of 
the  steel  structure  and  exclusive  of  the  fills  nn  either  end. 


FIG.    47.      KIUST    STKUKI'    \IAIJll  T,    .\1'|{(».K.S    l,(»s    .\.\tJEl,KS    KIVKIt 

This  is  a  steel  structure  witli  a  wooden  Moor,  huUt  prior  to  isgn.  now  in  a  verv  hart 
.state  of  repair,  and  it  lius  Ijeen  condtmneil  hv  tlie  Citv  Kngineering  Deiiartnient.'  Tlie 
approaciies  carry   tlie  street   over  the  Santa    Ke  and   Salt  L,ake  tracks. 


Present  and  Prdposed  BRincES  Over  Los  Angeles  River 


177 


This  bridge  is  also  a  very  old  structure,  built,  probably,  prior  to  1890, 
as  we  have  been  advised  that  in  1886  a  car  line  was  constructed  across  it 
and  the  yokes  used  for  cable  railways  remain  in  the  bridge.  The  roadway 
is  ?5  feet  wide.  39  feet  of  which  is  used  for  the  street  cars  (which  are  on 
one  side  of  the  bridge)  and  vehicles,  the  remaining  16  feet  being  used  for 
two  8-foot  sidewalks.     The  trusses  across  the  river  are  supported  on  steel 


FIG.   48.      WKST    Ki\D    OF   FIUST   S'lUKKT    BRIDGE: 

This  view   show.s   tlie  steepness  of  tlie  approacli   and   hiivv   it   occupies  part    oj   First    Street. 

cylinder  piers.  This  bridge  at  present  is  in  bad  condition  and  we  have  been 
informed  by  the  City's  engineers  who  arc  in  charge  of  bridge  work,  that 
the  structure  should  be  condemned  as  it  is  probably  overloaded  and  certain 
parts  of  it  are  very  badly  corroded. 


17S 


Los  Angeles  Terminal  Investigation 


KK.;.  ->!l.      «  KST    \IM-I«IA('II   TO  FIRST   STREET   VIADICT 

View    of    understriictiire,    showing    insufficient    support. 

This  viaduct  is  inade(|uate : 

1.  As  noted  heretofore,  the  west  approach  is  7j-j  per  cent  and  is  considered 

too  steep. 

2.  It  is  short  of  the  lawful  clearance  over  the  Santa   Fe  tracks. 

3.  Its  strength  is  insufficient  for  modern  loads. 

4.  It  is  of  an  obsolete  type  and  does  not  conform   to  the   standard   set  by 

the   Cit}'  as  to  appearance. 

5.  It   is  physically   in   very   poor  condition. 

For  all  these  reasons,  this  bridge  shuuld  be  abandoned  and  a  new  struc- 
ture shouhl  be  built  at  this  point. 


180 


Los  Angeles  Termixal  Ix\estigatiox 


By  the  depression  of  the  tracks  along-  the  river  in  accordance  with  the 
general  plan,  this  bridge  can  be  made  of  the  same  type  as  proposed  for  Main, 
Macy.  Seventh  and  Ninth  Streets. 

On  the  west  approach  it  is  necessary  to  have  sufficient  length  of  via- 
duct to  provide  for  throat  and  ladder  tracks  serving  the  Santa  Fe  yard,  but 
it  seems  inadvisable  to  extend  this  approach  beyond  Santa  Fe  Avenue,  which 
is  the  principal  north  and  south  street  near  the  river,  and  which  should 
have  direct  access  to  the  viaduct.  These  conditions  result  in  an  approach 
grade  of  4.66  per  cent.  If,  however,  a  union  less-than-carload  freight  sta- 
tion is  established,  as  recommended,  at  the  Santa  Fe  site,  a  grade  of  4.0 
per  cent  is  possible. 

In  this  connection  it  seems  proper  to  here  state  that  it  is  suggested  that 
Santa  Fe  Avenue  be  extended,  connected  and  widened  where  necessary  from 
Seventh  to  Macy  Streets.  This  will  form  a  connecting  link  between  the 
ends  of  the  propcised  viaducts  and  serve  as  a  thoroughfare  for  the  distribu- 
tion and  equalization  of  traffic  in  that  part  of  the  industrial  district  immedi- 
ately west  of  the  river.  No  estimate  is  made  of  such  widening  since  this 
suggestion  belongs  more  properly  in  a  general  scheme  of  city  planning. 

This  bridge,  it  is  estimated,  would  cost  5390,200. 


KICi.    .11.       I'OlltTII    STHKIOT    lil<IIJt.l;>    A  .M>    I'Hl';    I.OS    A.NGKLliS    KI\K1<    BKU 

This  view  is  taken  from  tile  nortli  and  -sliows  tlie  deck  constriu-tion  acrcis.s  tlie  I^os 
Angeles  River,  the  through  bridge  across  Santa  Fe  y.ards  on  the  I'iglit  and  trestle  approach 
across  .Salt  Lake  yard  on  the  left.  The  character  of  the  river  bed  is  also  well  shown, 
although  there  was  an  unusually  large  amount  of  water  in  the  river.  The  heavy  rip-rap 
along   the   banks   is   necessary   to  prevent  erosion  in   times   of  Hood. 

Fourth  Street  Bridge 

At  Fourth  Street  there  are  two  composite  structures  each  about  2.100 
feet  long,  one  carrying  the'  street  and  tlie  other  the   Los  Angeles   Railway 


Present  and  PRni'osF.n  P.KincES  Over  Los  Angei.es  Riv- 


er 


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across  the  freight  yard  of  the  Santa  Fe,  the  river  and  the  freight  yard  of  the 
Salt  Lake.  For  the  vehicle  bridge,  commencing  at  the  west  end.  there  are 
100  feet  of  filled  approach,  then  approximately  300  feet  of  frame  bents  and 
a  wooden  floor,  then  five  combination  through  Howe  truss  spans  of  lengths 
from  100  to  114  feet,  then  three  deck  combination  Howe  spans  carrying  the 
structure  across  the  river  and  then  wood  floor  and  frame  bents  and  ending 
with  a  filled  approach  al)out   \?i?  feet  lono-. 


FIG.  ,'.2.      I^OS  AXGBLBS  RAILWAY   BRIDGE:  ACROSS  THE  LOS   ANGBI.BS   RIVER 

FOIRTH    STREET 

There  are  two  bridges  shown.  The  ruarer  is  the  railway  bridge;  the  other  the  highway 
bridge.  The  five  through  spans  at  the  left  cross  the  Santa  Fe  main  line  and  freight  yard; 
the  deck  spans  at  the  right  cross  the  Los  Angeles  River.  The  approach  at  right  crosses 
the  Salt  Lake  main  line  and  freight  yards.     Both  approaches  are  timber  trestles. 

The  Los  Angeles  Railway  Bridge  is  practically  the  same  as  the  vehicle 
bridge  except  that  tracks  are  carried  across  the  Santa  Fe  yard  on  five  steel 
through  truss  spans.  The  vehicle  bridge  was  built  about  1903  and  that  of 
the  Los  Angeles  Railway  about  1898.  The  wooden  portion  of  the  struc- 
ture has  been  renewed  since,  a  large  portion  of  this  renewal  having  been 
done  in  1913.  The  vehicle  bridge  has  a  roadway  19  feet  6  inches  wide  and 
a  5-foot  sidewalk  supported  on  brackets. 

The  Los  Angeles  Railway  bridge  is  double  track.  On  the  west  side 
of  the  river  the  approach  is  curved,  with  a  grade  of  7.8  per  cent,  while  the 
east  side  has  a  grade  of  5.2  per  cent.  Clearance  over  the  Salt  Lake  tracks 
is  21  feet  or  1  foot  less  than  lawful  clearance.  On  the  Santa  Fe  or  west 
side,  the  clearances  vary  for  the  different  tracks  ranging  from  16.8  feet  to 
the  lawful  clearance  of  22  feet.  Under  the  trussed  portion  of  the  bridge, 
the  clearance  is  lawful. 


182  Los  Angeles  Terminal   Investigation 

The  ]ireseiit  bridges  at  Fourth  Street  are  in  good  condition  and  will 
probably  be  satisfactory  for  several  years,  especially  since  grade  separation 
has  already  been  accomplished  here.  We  are.  however,  showing  plans  for 
a  new  bridge  at  this  point.  It  will  be  noted  that  this  structure  ])resents  a 
better  alignment  than  the  old  bridges,  being  straight,  except  for  one  curve. 
Some  rearrangement  of  the  Santa  Fe  industrial  tracks  will  be  necessary,  but 
on  the  whole  both  the  Santa  Fe  and  the  Salt  Lake  would  have  more  room 
for  tracks  than  they  have  at  present. 

It  is  suggested  that  in  the  future  an  approach  could  be  built  connecting 
with  Santa  Fe  Avenue  at  Sixth  Street. 

The  cost  of  this  structure,  exclusive  of  the  approach  to  Santa  Fe  Ave- 
nue at  Sixth  Street,  is  estimated  at  $856,285,  including  land  and  damages. 
This  is  larger  than  the  bridges  at  the  other  streets  because  of  the  greater 
length  of  the  proposed  structure. 

Seventh  Street  Bridge 

Seventh  Street  bridge  is  a  reinforced  concrete  arch  bridge  of  three  80- 
foot  clear  spans  constructed  in  1908-1910  and  toward  the  cost  of  which 
(about  $115,000,  excluding  track  work  and  track  paving)  the  Los  Angeles 
Railway  contributed  $38,480.  The  roadway  on  this  bridge  is  56  feet  wide 
and  carries  the  double  track  oi  the  I^os  Angeles  Railwav.  There  are  two 
sidewalks  5.8  feet  wide.  The  approaches  are  slightly  raised  above  the  level 
of  the  adjacent  ground,  the  grade  on  the  west  side  being  4  per  cent  and 
that  on  the  east  side  1.5  per  cent,  while  the  grade  of  Seventh  Street,  easterly 
from  the  bridge  and  up  to  Boyle  Heights,  is  approximately  6  per  cent.  This 
bridge  is  a  thoroughly  modern  structure,  in  excellent  condition  and  cost 
approximately  $115,000,  the  contract  having  been  let  in   1908. 

Seventh  Street  is  the  principal  crosstown  street  in  Los  Angeles,  both 
to  the  east  and  the  west  of  the  business  center.  The  rush-hour  vehicle 
traffic  across  the  bridge  and  adjacent  tracks  is  nearly  equal  to  the  traffic 
crossing  Broadway  at  Seventh  Street. 


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FIG.    54.      SKVENTH    STREET    BRIDUE    ACROS!*    LOS    AXGELES    KM  ER 

This  reinforced  concrete  structure,  built  in  1909-1910,  is  the  last  bridire  built  by  the 
City  of  Los  Angeles  across  the  river,  in  which  no  attempt  was  made  to  separate  the 
grades  of  the  street  and  the  railroads  on  the  river  bank.  This  bridge  carries  a  roadway 
.56  feet  wide  and  two  6-foot  sidewalks.  Except  for  the  fact  that  they  are  higher,  the 
viaducts  proposed  in  this  report  would  have  very  much  the  same  appearance  as  this  bridge. 


FIG.   .-.-..      ANOTHER    VIEW   OF    SEVEXTH    STREET    BRIDGE 
ACROSS    I,OS    AXGEI.ES    RIVER 

-Santa  Fe  main  line  is  in  the  foreground  and  the  Salt  Lake  tracks  are  between  the 
striped  crossing  gates  in  the  background.  One  of  these  .-;alt  I«ike  tracks  is  the  switching 
lead  at  the  entrance  to  the  freight  yard  over  wliich  practically  all  freight  cars  entering 
the  yard  move  several  times  during  classification.  Santa  Ke  and  Salt  Lake  crossings  at 
either  end  of  this  bridge  are  among  the  most  important  in  Los  Angeles.  Seventh  Street 
being  one  of  the  busiest  streets. 


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Los  Angeles  Terminal   Invlstication 


At  this  point  we  have  considered  two  jjlans.  one  by  whicli  Seventh 
Street  is  carried  over  the  depressed  tracks  and  the  other  wliere  the  tracks 
are  carried  over  Seventh  Street.  Fig.  56  shows  a  bridge  similar  to 
the  existing  one  but  with  the  grades  separated.  Seventh  Street  being 
raised  and  the  Santa  Fe  tracks  depressed.  For  the  west  approach,  the 
grade  slightly  exceeds  4  per  cent,  because  it  is  not  thought  advisable  to 
extend  the  slope  beyond  Santa  Fe  Avenue.  The  westerly  two  tracks  of  the 
Santa  Fe  are  depressed  as  well  as  the  main  line  tracks  along  the  river  bank. 

Extension  of  the  viaduct  to  Boyle  Heights,  as  has  been  suggested  by 
certain  witnesses,  would  not  seem  justified  at  present,  but  this  plan  will  not 
prevent  such  an  extension  when  warranted  in  the  future.  Between  the 
river  and  Bovle  Heights  there  is  considerable  lowland  suitable  for  industrial 
purposes,  which  would  be  damaged  by  a  viaduct  in  Seventh  .Street  across 
its  frontage.  This,  perhaps,  is  one  of  the  best  reasons  for  descending  to 
the  ])resent  grade  on  the  east  side  of  the  river. 

This  bridge,  it  is  estimated,  would  cost  $-^67,-^91. 


CASE  970  ET  Stg 

SEVENTH  STREET 

JULY-191B  NQ 10-30 


California  Itallrcatl  Conmiissioii  Eiigitifering  Dt'i>l. 

PIG.  .W.      PLAX   AND   EI.EVATIOX    KOU    A    BRin(;E    ACKOSS   THE    LOS   ANGELES    RIVER 

.\T  SEVENTH    STREET 

This  plan  has  been  drawn  to  show  a  low,  level  structure  across  the  river  with  the 
river  banks  tracks  raised.  Althonj?h  thei'c  is  some  economy  in  first  cost,  the  arrange- 
ment is  convenient  for  spur  track  connections  along  the  river.  As  this  plan  does  not 
conforiri   to  the  general  scheme  of  track  depression,  it   is   not   recommended. 


Present  a\»  I'roi'osed  TIridges  Over  Los  .\\(;ei,i;s  I\i 


187 


The  arrang;ement  in  Fi<r.  ^7  in  wliicli  the  railmad  tracks  arc 
raised  to  pass  over  Seventh  Street  was  nr.yed  fnjm  several  quarters,  hut 
we  are  unable  to  recommend  this  construction.  The  i)lan  was  drawn  for 
purposes  of  analysis  and  shows  resulting  grades  and  clearances.  Inde- 
pendent of  the  elt'ect  upon  the  railways  parallelinsj;  the  river,  it  is  obviously 
of  lower  first  cost  than  the  plan  by  which  the  tracks  are  depressed  and  the 
street  raised  as  no  ajjproaches  and  little  regradiui;  are  rec|uired.  This 
ad\'antage  is.  however,  offset  bv  the  disadvantas^es.  The  most  serious  ob- 
jections are  as  follow^s : 

1.  ENCessive   grade    for   railway    lines   south   of   tlie   bridge    are   introduced. 

2.  In  a  case  of  exceptional  flood,  the  bridge  will  act  as  a  dam. 

3.  .\n   attractive   design    is   not   possible   and   the   bridge   would   be   far   less 

pleasing  in  type  than  the  structures  proposed  at  other  points  because 
of   limited   clearances. 

4.  The  plan   is  not  in  accordance   with   tlie  general   plan   of  the   depression 

of    tracks    along   the    river. 

5.  .\fter   including  cost  of  the   track  elevation,  spur  track  connections  and 

steel  railway  brid.ees.  whatever  economy  there  is  in  first  cost   is  offset 
by  the  disadvantages. 
This  arrangement  wouhl  cost,  it  is  estimated,  $202,826,  against  $567,591 
for  the  plan  recommended. 


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Ki<;.  .-.N.     \i\iii   "•rur.KT  iiKiixiK    \(Ho>>    iiii;   i  ii>    \\<;i;i,i>   [m\;;!! 

This  '-span  riimliiiiatiiMi  steel  and  wood  Pratt  truss  structure  is.  ;U  tills  tinu-  illUS), 
in  poor  conditinn  and  if  subject  to  anvtliinjc  but  lightest  trafflc.  would  probably  renuire 
replacement  very  shortly.  The  roadway  is  but  IS  feet  wile.  Note  how  the  channel  is 
obstructed  under  the  span  at  the  left. 

Ninth  Street  Bridge 

The  ])resent  bridge  at  Ninth  Street  is  a  through  wood  Pratt  truss 
bridge  of  two  spans  (each  l.^S  feet)  which  carries  vehicular  traffic  across 
the  river,  no  street  cars  using  this  bridge.     The  roadway  is   18.4  feet   wide. 


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Present  and  Proposed  Bridges  Over  Los  Angeles  River 


189 


and  there  are  no  sidewalks.  On  the  west  side  of  the  river  there  are  some 
200  feet  of  elevated  approach  partly  on  a  2  per  cent  grade  and  partly  on  a  7 
per  cent  grade,  while  on  the  east  side  the  approach  is  not  elevated  but  the 
grade  of  Ninth  Street,  as  it  extends  easterly  up  the  hill,  has  a  grade  of 
about  6  per  cent  ai  present.  This  bridge  at  the  present  time  is  only  ni 
fair  condition  and  it  appears  as  if  the  renewal  of  some,  if  not  all,  of  the  tim- 
ber will  be  necessary  before  very  long. 

The  new  bridge  suggested  is  of  the  same  general  type  as  that  proposed 
for  Seventh  Street  and  should  be  built  strong  enough  for  street  car  loads. 
The  approaches  cross  no  streets.  On  the  east  side  of  the  river  the  bluff 
is  so  near  to  the  river  bank  that  the  approach  could  be  carried  horizontally 
until  it  intersects  a  4  per  cent  grade  to  Rio  Vista  Avenue. 

Ninth  Street  is  so  little  used  that  the  separation  of  grades  here  could 
very  well  be  deferred.  When,  however,  a  thoroughfare  to  the  southeast  by 
wa}'  of  Ninth  Street  is  developed,  with  more  favorable  grades  and  align- 
ment than  those  which  exist  on  the  present  Seventh  Street  route  to  the  state 
highway  and  other  points  in  this  direction,  the  construction  of  this  bridge 
will  become  necessary.  This  bridge  would  cost  341.^.419  and  is  included  in 
our  estimates  for  future  work. 

The  plan  shows  the  arrangement  recommended  in  case  the  union  sta- 
tion is  located  at  the  Plaza.  If  the  Santa  Fe  shop  grounds  are  modified  so 
as  to  be  used  as  a  coach  yard  in  connection  with  a  union  station  at  the 
Santa  Fe  site,  it  will  be  necessary  to  add  about  100  feet  to  the  length  of  the 
viaduct  on  the  west  approach.     The  cost  would  then  be  $436,255. 


FIG.  60.      SALT   l.AKK  HKIDGK  Al  KOSS   I,OS  .WUKLKS  RIVUK   AT  Bl  TTE  STKKKT 

This   biklge   was   built   liy   the   .^ilt    Lake   about   1907   as  part   of  the  plan   to  reach   the 
district   west  of  tlu-  Los   .Vngiles  River. 


190 


Los  Angeles  Tkk.minal    I.westk^ai  iox 


Butte  Street-Salt  Lake  Bridge 

The  Salt  l-akc  Ilrid.uc  at  Butte  Street  is  a  single  track  hriil.Ljc  and  it  is 
not  afl'ected  by  depression  oi  the  tracks  along  the  river.  It  would,  hdwever. 
be  affected  bv  reroutinsr.  as  noted  ininiediatelv  hereafter. 


•■•IG.  (il.      SAXTA  FE  BRIDGE  ACROSS  LOS  AiXGELES  RIVER   .SOI  Til   OF  BITTE  STREET 

This   is  a  single  track,  stee!  structure,  built  in    1S97,  aiul   carries   the   Santa   Fe's  main 
line  to  San  JJiego  and  San  Bernardino,  via  FuUerton. 

Santa  Fe  Railway  Bridge  South  cf  Butte  Street 

The  Santa  Fe  Bridge  snuth  of  Butte  Street  and  the  Salt  Lake  Bridge 
at  Butte  Street  should,  ultimately,  be  replaced  by  one  double  track  struc- 
ture if  the  plan  is  adopted  for  a  union  terminal  at  any  one  of  the  three  sites 
considered.  For  the  present,  in  order  to  provide  double  tracks  between 
Los  Angeles  and  Hobart,  it  would  be  satisfactory  to  gauntlet  the  tracks 
across  the  Santa  Fe  bridge.  The  installation  of  a  double  track  bridge  is 
not  essential  at  this  time  and  the  structure  is  included  in  the  ultimate  but 
not  in  the  immediate  estimates.  The  present  bridge,  although  built  in  1897, 
is  of  excellent  design  and  would,  no  doubt,  be  found  useful  on  some  other 
part  of  the  Santa  Fe  system  ultimately.  This  structure,  as  will  be  noted 
from  the  picture,  consists  of  twcj  through  pin  connected  single  track  spans 
of  a])])roximately  150  feet  each.  When  it  becomes  necessary  to  construct  a 
double  track  bridge,  it  is  evident  that  the  location  should  be  changed  and, 
while  there  are  various  possibilities  for  liringing  the  various  tracks  together 
at  this  point,  the  best  plan  seems  to  locate  the  bridge  on  the  Santa  Fe  tan- 
gent which  runs  through  Ilobart,  and  is  produced  westerly.  Our  estimates, 
which  include  the  cost  of  this  bridge,  are  based  on  this  assuiuption.  The 
locaticjn     is     shown     on     Fig.     \2Ci.     and     i)ro\ides     connection     along     the 


Present  and  Puoi'dsrj)  I'kidcics  0\i:k  I.os  Ani;ici.i-:s  Ri\i-.r 


I'M 


river  on  the  west  side  and  cast  side  df  the  river  and  the  Santa  1"\'  tracks 
to  Hobart.  Such  a  bridge  is  estimated  to  cost  $161.<S63.  An  alternative 
scheme  would  be  tn  construct  the  wye  between  the  proposed  track  and  the 
present  Salt  Lake  tracks. 


via.  <w.     t\m;ntv-sixiii   sri<i:i;i'   iii<ii><;k  ok    iiii-:   i.<»s   a\(;ei,i-:s   kixkk 

This   bridge   is   beyonj    the   suutlierly    limit   of  proposed    track   depression   and   changes 
and  is  not  aft'tcled  by  any   of  our  reconiniendations. 


CHAPTER  VIII. 

OUTLINE 
Traftic  Studies 

Traffic  Across  Alameila  Street 
\'ehicular  Travel  on  Alameda  Street 
Railroad  Traffic  Along  Alameda  Street 
Menace  of  Alameda  Street  Grade  Crossings 

Methods  of  l^liniinatioii  of  Grade  Crossings  Along  Alameda  Street 
Elevated  Tracks  on  Alameda  Street  and  "Long  \'iaduct"  Plan 
Recommendations  of  Hamlin-Howell-Storrow  Report 

Plan  for  Reduction  of  Freight  Switching 
Analysis  of  Present  Conditions 

Recommendations  for  Reduction  of  Freight  Switching- 
Cars  Hauled  Through  City  by  Southern  Pacific  for  Pacific  Electric 
Cars  Transferred  Between  Southern  Pacific  and  Pacific  I'llectric 
( )il  Cars  on  Alameda  Street 

Rerouting  of  Industrial   Switching — Switching  of  Cars  to   Industry  ant 
Team  Tracks 

Recommendations  h'or  Reduction  of  Freight  Switching 


CHArri-.R  \"iii 

ALAMEDA  STREET  CRADl-:  CROSSINfiS 
At  the  hearings  held  l)efui-e  the  Commission,  much  stress  was  laid  on 
the  elimination  of  the  grade  crossings  formed  where  the  i)rincii)al  east  and 
west  streets  intersect  Alameda  Street.  Several  plans  have  been  proposed 
for  the  amelioration  of  the  conditions  existing  at  these  crossings  and  con- 
siderable evidence  was  iiitr(jduccd  with  regard  to  their  menace  and  incon- 
venience. Before  taking  up  these  plans  and  other  studies  on  the  same  sub- 
ject, we  believed  it  was  essential  to  ascertain  the  actual  conditions  on  Ala- 
meda Street. 

TRAFFIC  STUDIES 

Traffic  Across  Alameda  Street 


in;,  t^t.     ruAi'i'K    i(»N<ii;>iit:N    \i   si;\i;\iii    vm)    \i,v>ii:ii\  Miti;i:r>. 

Tlie     Los    Angeles    Railway    Tiallk-    and    veliicular    traflic    is    liuldiiig    up    Hit    I'acilic 
Electric   car  on    the   left,   wliicli    turns   to  the   right   before   reaching  Alameda   Street. 

As  in  the  case  of  the  grade  crossings  of  the  Santa  Fe  and  Salt  I-ake 
adjacent  to  the  Los  Angeles  River,  it  seemed  advisable  to  collect  certain 
definite  information  regarding  the  traffic  which  crosses  Alameda  .Street.  In 
so  doing,  only  the  principal  east  and  west  streets  were  considered,  the  streets 
for  which  no  studies  were  made  being  relatively  unimportant.  Traffic 
studies  were  made  for: 

Xorth  .Spring  Street  East    I'ourtli    Street 

North   Main   Street  East    Fifth    Street 

Macy   Street  East   Sixth   Street 

Los  Angeles  Street  East   Seventh    Street 

East  First  Street  East  Eighth  Street 

East  Second  Street  East  Ninth  Street 

East  Third  Street 


194 


Los  Angeles  Terminal  Investigation 


TRAFTic  ACROSS  AND  ON  SOUTHERN  RACIFIC  TRACKS 
ON  ALAMEOA  STREET.  LOS  ANGELES  I9IB 

6  AM  TO  6PM 


ni.  ir; 


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22-17 

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100  zoo  200  JOO  500  600         TOO 

MJTtl>.Oeil.£S.TnuO^.WA£ON5.    


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A'LAQAO  IRaFVIC  


•    AFTtO  ilEMOWDL  0^  mOOUCC  MAnnCT 


(.'alifoniia  Kailrcad  Comniissidn  Enginet'iiitg  l)i-pl. 

FIG.  <H.      STItEET   A^'D    R.%II,IC0.4I>   TH.VFFIC   AfUOSS   AND   ON   ALAMED.A    STUKET 

This  diagram  shows   the  results  of  traffic  counts  at   the  principal   cross  streets  on   the 
dates    given.      The    traffic    is    divided    into    three    groups:    pedestrian,    vehicle    and    railroad. 


Counts  of  traffic  were  made  in  the  same  manner  as  at  tlie  Los  Angeles 
River  crossings  described  before.  We  draw  attention  to  the  scheme  show- 
ing the  directions  cmnited,  which  a])pears  in  the  upper  right-hand  corner  of 
tlie  chart.  Fig.  64  above.  This  chart  shows  the  amount  of  traffic  at 
each  intersection,  incUiding  the  railroad  traffic  on  i^lameda  Street,  and 
is  self-explanatory.  Attention  is  called  to  the  dilTerence  in  traffic  on 
Sixth  Street  between  February  4tli  and  June  7th,  the  so-called  produce  mar- 
ket having  moved  from  Sixth  and  Alameda  Streets  to  the  new  Los  Angeles 
Union  Terminal  Company  market  along  Central  Avenue  during  the  interim 
with  an  api)arent  reduction  of  traflic  on  Sixth  Street,  and  also,  particularly, 
to  the  fact  that  in  July,  1918,  the  vehicular  movement  was  heavier  than 
ever  before. 


Al.AMKDA     StUKKT    Gr  adk    CroSSIXGS 


195 


Fit;,   or..      VEHICLES    AM)     lUAIN    AT    SIXTH    A  MJ    AI.AMEIJA    STHEETS 

This    crossing    at    tlie    soutlierti    erij    of   tlie   Soiitlii-ni    Pai  ifio    passenger    stallijii    is    one 
of  the  busiest  in  Los  Angeles. 

This  chart  Fit;".  66  .shcivv.s  the  cnni|)arali\e  aNeragc  hmirl}-  irallic  as 
segregated  l)et\vcen  the  (lifferent  kinds  nf  vehicles  and  dill'erent  kinds  of 
trains.  Both  this  chart  and  Fig.  ()4  liring  dut  the  effect  nf  passenger  switch- 
ing across  Sixth  Street  and  also  at  l'"uurth  and  .Seventii  Streets. 

Fig.  67  shows  the  relation  directly  between  the  street  traffic,  the 
trains  and  the  delays  to  traffic.  It  will  l)e  noted  that  ai  the  crossing 
at  Si.xth  Street  the  w'orst  conditions  prevail,  the  number  of  \ehicles 
and  trains  and  the  delays  to  traffic  combined  being  the  ma.ximum  at  this 
point,  not  only  before  the  removal  of  the  jiroduce  market,  but  even  after. 
On  June  26.  1918,  there  were  247  train  movements  and  6,iS6l  vehicle  move- 
ments at  Sixth  and  Alameda — wdiich  is  very  heavy  traffic.  Street  traffic,  as 
shown  on  this  chart,  includes  automobiles,  trucks,  wagons,  motorcycles  and 
street  cars. 


196 


Los    AnGEI.KS     'I'kK.MINAI.     iNVICSTinAlION 


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KIG.   (W.      TKAKFIf    tt».N«iKSTIO\    AT    SIXTH    WD    AI.AMKIJV    STHKKTS 

The  present  use  of  the  Alameda  Street  crossings,  divided  between  traf- 
fic north  and  smith  of  the  Southern  Pacific  Arcade  depot,  was  found  to  be 
about  as  follows : 

USE  OF  ALAMEDA  STREET  GRADE  CROSSINGS 

Crossings  People   Per   Year  Across  Tracks 

North   of  Arcade   Depot    (A)  59.000.000     (Aprox.) 

South   of  Arcade   Depot    (B)  •  19.000.000 

Total  78.000.000 

A  —  9  street.  5  street  railway  and  1  intcrurban  railway  crossings. 
B  —  4  street.  1  street  railway  and  0  interurban  railway  crossings. 
As  would  be  expected,  these  figures  are  considerably  in  excess  of  sim- 
ilar figures  covering  the  crossings  of  the  Santa  Fe  and  Salt  Lake  tracks 
adjacent  to  the  Los  Angeles  River,  both  because  there  are  thirteen  crossings 
included  in  the  above  and  but  five  for  the  river  crossings,  and  because  of 
the  large  amount  of  travel  between  the  business  portion  of  the  city  and 
locations  between  Alameda  Street  and  the  river. 

\\'ith  respect  to  mode  of  conveyance,  the  following  figures  are  sub- 
mitted: 

TRAVEL   OVER  ALAMEDA  STREET  GRADE  CROSSINGS 

Arcade   Depot 
Mode  of  Conveyance —  North  of  South  of  Total 

People    in    Vehicles 20.465.000  9.214.(X)0         29.679,000 

Pedestrians    and    Bicycles 8.453.000  1.815.(100         10.268.000 

People    on    Cars    30,263,000  7,841,000        38,104,000 

Total     59.181.000         18.870.000        78.051.000 

Per   Average    Day 162.000  52,000  214,000 

Ratios     76%  24%  100% 


108  Los    A.N'GELIiS      rKKMlXAr.     I.NVKSTICATKIN 

With   regard   to   vehicular  use  of   this   crossing,    the    following    figures 
show  the  relative  numbers  of  each  class  of  vehicle : 

VEHICULAR  MOVEMENT— ALAMEDA  STREET  GRADE  CROSSINGS 

Per  Average   Day 
Arcade   Depot 
North  of     South  of      Total 

Automobiles 1".514  7,7(IS  i4,J22 

Trucks     y.58y  4,238  1.5.827 

Wagons    3.407  1,121  4,528 

Motorcycles     755  302  1,057 


^•chiclcs— Total      30,265  13,369  43,634 

Street    Cars   and    Interurban    Trains 3,458  949  4,407 


\'eliidcs    anil     tars— Total .''iJZi  14.318  48.041 

Average  per  Crossing 

Vehicles    not    including     Cars 3,363  3,342  3,356 

Vehicular  Travel  on  Alameda  Street 

The  attention  of  the  Commis.sion  has  been  drawn  many  times  to  the 
travel  across  Alameda  .Street,  as  discussed  above,  but  we  are  unaware  of 
any  information  which  has  been  submitted  with  regard  to  vehicular  traffic 
along  Alameda  Street.  This  trafiiic  is  of  eciual  importance  to  an  understand- 
ing of  conditions.  The  following  tabulation  shows  the  result  of  some  data 
obtained  for  this  purpose: 

COMPARISON  OF  VEHICULAR  MOVEMENT  ACROSS  AND  ALONG 

ALAMEDA   STREET 
Location  Automobiles  Trucks 

Alameda  Street         Across     Along     Across     Along 
at  Alameda  St.        Alan 

Main   .St 2,022*  816*       1.371* 

Macy    St 1.7.54  2,458  517 

Los    .'Angeles    St.   1.418  2,553  470 

Fourth    St 1,317  1..542         1,000 

Si.xth    St 1,282  1,698         1.034 

Seventh    St 3,263  1,726         1,726 


Along 

Hours 

Date 

a  St. 

Counted 

1918 

7'M* 

14 

.April   12 

1.974 

14 

April   11 

1,668 

14 

March     1 

1,821 

10 

March   18 

1,885 

14 

May  7 

1,372 

14 

May  8 

Totals      ....11,036         10.313         6,118        9.514  80 

*Across   .-Mlianibra   .Avenue   tracks  counted   as  across  .Alameda   Street. 

While  this  information  is  for  six  east  and  west  streets  only,  we  believe 
it  is  important  to  realize  that  the  atitoinobile  traffic  along  Alameda  Street 
is  just  about  as  heavy  as  it  is  across,  and  that  the  truck  traffic — as  might 
be  e.xpected,  Alameda  Street  lieing  the  thoroughfare  for  the  use  of  vehicles 
having  business  at  the  Southern  Pacific  freight  depot — is  about  50  per  cent 
greater  along  Alameda  Street  than  it  is  across.  It  should  be  noted  that  at 
North  Main  Street  the  traffic  counts  across  Alameda  Street  include  .ill  vehi- 
cles crossing  the  tracks  at  that  point,  both  the  tracks  which  lead  out  .\lham- 
bra  Avenue  and  those  extending  northerly  along  Alameda  Street.     As  a  re- 


Alameda  Street  Grade  Crossings  199 

suit  of  this  method  of  counting,  the  figures  for  Alameda  Street  do  not  indi- 
cate the  amount  of  travel  actually  along  Alameda  Street,  being  less  than 
the  actual  number,  and  tlie  figures  for  North  Main  Street  should  be  reduced 
by  a  similar  amount.  The  e.xtremel)-  large  figures  for  along  Alameda  Street 
at  Macy  and  l.os  Angeles  Streets  include  the  large  amount  of  trafilic  which, 
north  bound,  turns  from  Alameda  into  Macy  Street,  and.  south  bound,  from 
Alameda  into  Los  Angeles  Street. 

Railroad  Traffic  Along  Alameda  Street 

Figs.  64  and  (>(>  on  pages  I'M  and  196  show  the  relative  amount  of  railroad 
traffic  at  the  different  streets  crossing  Alameda  Street.  Additional  data  on 
this  subject  is  presented  in  the  table  in  second  half  of  report,  which  shows  the 
railroad  traffic,  except  switching,  during  the  year  1917.  This  table  brmgs 
out  the  relation  of  time  and  kind  of  traffic. 

TRAIN  MOVEMENTS,  EXCEPT  SWITCHING.  NORTH  AND  SOUTH 
OF  ARCADE  STATION 
Average  24  Hours  Traffic 

Arcade  Depot 

North  of  Soutli  of 

Av.  Trains  Ratio  Av.  Trains           Ratio 

Kind  of   Movement                        Per  Day  Per  Day 

Passenger  Train    38  40%  4                     297o 

Tlirouffh    Freight   Train 10  11%  10                     71'/f, 

Light    Road    Engine* 47  49%  0                     0% 

Total     95  100%  14  100% 

Ratio     ■         8.7%  13% 

♦Distinguished    from    switch    engine    without    cars. 

TIME   OF   DAY   OF   RAILROAD  TRAFFIC   ON   ALAMEDA   STREET 
Average   24   Hours   Traffic    (Switching   not   Included) 

Arcade  Depot 

North  of  South  of 

Av.  Trains  Av.  Trains 

Per  Day          Ratio  Per  Day          Ratio 

Midnight    to    6    AM 5                  6%  4                27% 

6  .-\.M.  to  Noon 35                38%  4                27% 

Noon  to  6  P.M 22                24%  4                27% 

6  P.M.  to  Midnight 30                32%  3                19% 

Xotal   92  100%  15  100% 

The  next  tabulation  shows  the  results  of  traffic  counts  along  Alameda 
Street.  A  division  has  been  made  north  and  south  of  the  Southern  Pacific 
Arcade  Depot,  both  because  this  is  a  natural  point  of  division,  and  because 
this  data  was  necessary  in  considering  the  Southern  Pacific-Salt  Lake  project, 
as  per  Application  No.  3346: 


200  Los  Anuei.ks  Tkkmixai.   1nvi-.stication 

RAILROAD   TRAFFIC    ON    ALAMEDA    STREET   FROM    TRAFFIC 

COUNTS 

Number  of  Movements 

Light  Date 

Trains           Switches         Road  of 
Pass.     Frt.     Pass.     Frt.    Engines  Total        Check 
North   of   Arcade   Depot 
At                                       6   A.M.   to   8   P.M.— 14   Hrs. 

Xorlh  Spring   Street    -'1           -i          ■'          ''1             '*  ^^          2-5-18 

North   Main   Street    29           3           -1           2')           M  96           2-4-18 

North   Main  Street   *(30)       (1)       (4)       (34)       (34)  (103)         4-2-18 

Macy  Street    *(26)       (5)       (5)       (39)       (53)  (108)         2-13-18 

Macy   Street    30          0.        5          35           32  102          4-11-18 

Los  .\ngeles  Street    .33          3          9          40          iA  119          3-1-18 

Aliso   Street    29          6         II           35          .53  114          2-11-18 

East  First    Street    28          3          7          28          37  103          2-8-18 

F.ast  Second   Street    28          2          7          38          37  112          2-7-18 

Fast  Third    Street    3T          3          8          45          48  KM          2-6-18 

Fast  Fourth    Street    29           1         36          53          50  169          2-  5-18 

East  Fourth    Street    t*(I9)        (2)      (21)        (26)        (40)  (108)         3-18-18 

Total     Xiirth    of   Arcade 

Depot     237        24        90        364         302  1 ,037 

Average    per    Crossing. .  28.5        2.7         10       40.5        33.5  115 

South   of   Arcade   Depot 
6  A.M.  to  8  P.M.— 14  Hours 

East  Sixth    Street     6           3         99           16           ,39  163           2-4-18 

East  .Si.xth   Street    *(4)       (2)    (105)       (31)       (13)  (155)         5-7-18 

East  Sixth  Street *  (189)         7-26-18 

East  Seventh  Street  5          3         30          27            0  65          2-  1-18 

East  Seventh  Street   *(4)       (4)     (29)       (24)           0  (61)         2-8-18 

East  Eighth    .Street    4          4          7          33            0  48          2-20-18 

East  Ninth   Street     4          3          0          26            0  33          3-18-18 

Total    South     of    Arcade 

Depot    19         13       1,36         102          39  ,300 

Average    per    Crossing..       5          3        34          25    ,       10  77 
*ExeIuded  in  Totals. 
tlO  Hour  Count. 

8  P.M.  to  6   A.M.— 10   Hours 
Night   Train    Movements 

East  Sixth    Street     7          o          0          27            7  47          4-17-18 

East  Sixth    Street     58          7-26-18 

Fast  Seventh    Street    .....       0           4         12           21             0  37           4-16-18 

24    Hours 

East  Sixth    Street     247           7-26-18 

Macy   Street    37          6          5          62          ,39  149          4-11-18 

East    Seventh    Street 5           7         42           48             0  102           4-17-18 

This  (lata  fur  the  first  time  includes  switcliino;.     The  mimber  of  switcli- 
iii{,f  iiKivcmeiits  cdiinted  at  different  points  s1k)\vs  varviiifj  results.     Freight 

switchinsj.  as  niii^lit  he  ex])ected,  is  heavier  north  of  the  .Arcade  Depot,  and 


Alameda   Sikkkt  (iuadic  Crossings  201 

passenger  switching  is  heaviest  on  Sixth  and  Seventh   Streets. 

In  the  next  tabulation,  the  relative  amounts  of  the  various  kinds  of 
train  movements  during  the  day  are  shown  : 

CLASSIFICATION    OF   TRAINS   ON   ALAMEDA   STREET 
Fourteen  Hours  (Daytime)  Traffic 

6  A.M.  to  8  P.M. 
North  of  South  of 

Arcade  Depot  ArcaHe  Depot 

No.  Ratio  No.  Ratio 

Passenger   Trains    28.0  iy/<  5  b'.'c 

Freight  Trains   2.7  2%  3  4% 

Passenger    Switch     10.0  9%  34  447r 

Freight   Switch    40.5  35%  25  ii% 

Light   Road   Engine 33.5  29%  10  13% 

Total    115.3  100%  77  100%; 

Ratios   Xorth   and   South 60'/'  40% 

From  this  tal)le  it  is  evident  that  the  remo\al  of  through  passenger  and 
freight  trains  from  Alameda  Street  will  remove  65  per  cent  of  the  railroad 
movements  north  of  the  .Arcade  Depot  and  67  per  cent  .south  of  the  depot, 
provided  the  coach  yards  are  moved  from  their  ])resent  site.  If  they  remain, 
but  25  per  cent  of  the  traffic  will  be  removed  south  of  the  depot. 

Since  approximately  78  per  cent  of  freight  switching  is  performed  from 
6  A.M.  to  8  P.M.,  a  table  has  been  constructed  similar  to  the  above,  but  on 
a  24^h(iur  basis : 

CLASSIFICATION   OF  TRAINS   ON   ALAMEDA   STREET 
Twenty-four   Hours   Traffic 

February   and    March,    1918 

Average    24    Hours    Traffic 

North  of  South  of  Ratios 

Arcade  Depot  Arcade  Depot    North     South 

No.      Ratio      No.      Ratio  of  Depot 

Passenger    Trains    38        2V'  A  A'.;         90%         10% 

Freight   Trains    10  7%         10         10%         60%         50% 

Passenger    Switch    10  6%         42        43%         19%         81% 

Freight   Switch    52        ZrA        32        33%        62%         58% 

Light    Road    Engine 47        .30%         10        10%         82%         18% 

Total     157       100%         98       100%         61  %         39% 

This  table  shows  that  in  the  24  hours  the  elimination  of  through  pas- 
senger and  freight  train  movements  on  .\lameda  Street  would  remove  67 
per  cent  of  the  traffic  both  north  and  south  of  the  Arcade  depot  and  that  the 
present  coach  yard  location  is  responsible  for  about  43  per  cent  of  the  traf- 
fic south  of  the  depot.  The  figure  of  •'2  freight  switch  movements  per  day 
(or  over  two  per  hour  average)  is  also  interesting  from  the  standpoint  of 
night  switching,  as  will  be  discussed  later,  with  regard  to  the  possibility  of 
handling  this  traffic  within  certain  night  hours. 


fHE  JOHN  RANDOLPH  HAYNES  AND 

DORA  HAYf!E3  FOUNDATION 

LiBRA:^Y 

LOS  ANGELES,    -  -    CALIFORNIA 


202  Los  Angeles  Terminal   Investigation 

On  June  2.  1918,  new  time  tables  became  effective  on  all  the  steam  roads 
in  Los  Angeles,  these  time  tables  showing;  a  large  reduction  in  the  number 
of  passenger  trains.  The  number  was  reduced  from  94  to  72,  or  24  per  cent. 
So  far.  we  have  presented  ligures  based  on  traffic  counts  made  principally 
in  February  and  March.  191S.  but  this  subject  should  not  be  passed  without 
some  consideration  of  the  number  of  trains  under  war  conditions  and  Fed- 
eral control.  The  next  table  shows  the  number  of  various  kinds  of  trains 
and  the  relation  which  each  cla.ss  l)ears  to  the  whole,  for  July,  1918.  As 
conditions  in  the  future  are  more  apt  to  be  similar  to  those  of  February 
than  those  in  July,  the  data  for  February  should,  in  our  opinion,  be  given 
preference. 

CLASSIFICATION  OF  TRAINS  ON  ALAMEDA  STREET  AFTER 
REDUCED  SCHEDULE  OF  JULY  2,   1918 

Twenty-four   Hour  Traffic 

July,  1918 

Average    24    Hours  Traffic 

North  of           South  of  Ratios 

Class  of                                             Arcade  Depot  Arcade  Depot  North     South 

Train  Movement                                     No.      Ratio      No.      Ratio  of  Depot 

PasscngiT  Trains    11         IW '.            4           V ',  87';;          13% 

Freight    Trains    Id           8';          10         10%  50%         50% 

Passenger    Switch    10           /';          42         43%  19%         81% 

Freight  Switch    32        39'.?         il        iy/c  62%         38% 

Light    Road    Engine ib        26%         10         10%  78%         22% 

Total     135       inO%         98       100%         58%         42% 

Menace  of  Alameda  Street  Grade  Crossings 

To  substantiate  the  contention  that  the  grarle  crossings  along  Alameda 
Street  are  dangerous  and  undesirable,  we  believe  it  will  onK-  be  necessary 
to  call  attention  to  the  figures  below: 

SUMMARY  OF  USE  OF  IMPORTANT  ALAMEDA  STREET 
GRADE  CROSSINGS 

Per  Average  Day 
Per  Average  Crossings 
Average  13  Crossings  North  of  South  of 

of  Important  Streets  Arcade  Depot  Arcade  Depot 

I'ecpiile   across    18,000  5,8011 

Ncliicular    movements     3.363  3,342 

Railroad    movements     157  98 

METHODS  OF  ELIMINATION  OF  GRADE  CROSSINGS  ALONG 

ALAMEDA  STREET 

Tliis  showing  so  nhvicjusly  proves  the  possibility  of  accident  and  the 
delay  to  traffic  that  thr  desirability  and  necessity  of  eliinination  of  as  much 
railroad  traffic  as  possiMe  from  Alameda  Street  cannot  be  questioned.  Sev- 
eral ])]ans  have  been  pr^  iposed  to  accomplish  this  result. 


Ai.AMicDA   Si  Ki:i;i'   (ii<\i)i-:   Ci<iissim;s  203 

Elevated  Tracks  on  Alameda  Street  and  "Long  Viaduct"  Plan: 

At  the  time  of  the  Daiiiii  Case  (Case  4()7 )  the  elevatiun  of  the  tracks 
along  Alameda  Street  was  proposed,  and  these  elevated  tracks  were  to  be  used 
for  through  passenger  and  freight  movements.  Later,  as  noted  Ijefore,  the 
so-called  "long  viaduct"  plan  was  submitted.  This  plan,  in  brief,  proposed 
viaducts  crossing  Alameda  Street  and  the  tracks  adjacent  to  the  Los  Angeles 
River,  and  extending  from  points  west  of  Alameda  Street  to  points  east  of 
the  river. 
Recommendation  of  Hamlin-Howell-Storrow  Report 

Still  later,  in  the  Ilamlin-IIovvell-Storrow  report,  it  is  recommended  that 
the  railroad  traffic  on  Alameda  Street  be  treated  as  follows: 

"1st  Step — Eliminate  through-freight  and  restrict  the  use  of  these  tracks  to 
passenger  service  and  local  car  deliveries  and  removals; 

"2nd  Step — Eliminate  passenger  service; 

"3rd  Step — Finally   remove   tracks  altogether." 

Such  study  as  we  have  made  of  the  elevated  track  and  the  lung  \iaduct 
])lans  convince  us  that  both  proposals  should  be  rejected.  This  is  prin- 
cipally because  the  construction  of  elevated  tracks  would  make  almost  im- 
possible industrial  switching  along  Alameda  Street,  excejit  at  prohilntive 
cost.  Furthermore,  not  onl\  would  there  be  no  relief  from  the  existing 
switching  nuisance,  but  steadily  aggravating  conditions  would  become  per- 
manently fixed  in  the  future.  The  long  viaduct  iilan  is  against  the  best 
interests  of  the  city,  as  has  already  been  pointed  out  in  Cha])ter  \'I. 

Our  traffic  investigations  have  convinced  us,  however,  that  the  recom- 
mendations in  the  1  lamlin-Howell-Storrow  re])ort  are,  generally,  sound,  and 
we  join  in  their  reconnnendations  with  such  exce])tions  as  are  noted  here- 
under. ( )f  all  the  traffic,  it  is  apparent  that  the  through  freight  train  move- 
ment along  this  street  is  the  least  justifiable.  Fortun.itely  this  is  the  easiest 
to  eliminate.  Leaving  out  i>f  cunsideration  for  the  time  being  the  lucation 
of  a  nninii  station,  all  that  is  necessary  to  accomidish  this  result  is: 

(1)  Arrangement  for  the  use  by  the  .'Southern  Pacific  of  the  Santa  h'e 
tracks  along  the  river  from  North  Broadway  Bridge  to  a  connection  with  the 
Salt  Lake  tracks  along  Butte  .Street,  including  the  constructinn  of  this 
connection. 

(2)  A  similar  arrangement  for  the  use  of  the  Salt  Lake  tracks  on 
Butte  Street  from  about  Harriet  Street  to  Alameda  Street. 

(2)  A  similar  arrangement  for  the  use  of  the  Salt  Lake  tracks  on 
Butte  Street  from  about  Harriet  Street  to  .\lameda  Street. 

(,^)  Construction  of  an  interlocking  plant  near  North  Broadway 
Bridge,  where  the  .Santa  l"e  and  Southern  Pacific  main  lines  are  closer  than 
at  any  other  point. 

The  ultimate  arrangement,  if  a  union  passenger  depot  on  any  of  the 
three  possible  sites  is  built,  should  be  as  follows: 

(1)  Arrangement  for  use  uf  S;ilt  Lake  tracks  from  liunibcildt  Street 
tci  Alameda  Street,  including  the  construction  of  a  connecting  curve  between 
Alosta  Street  and  Butte  Slrei-t  on  the  east  side  of  the  river. 


204  Los  Angeles  Term  in  af.   Iwestigation 

(2)  Construction  of  a  track  along  the  east  bank  of  the  river  from 
lluniboklt  Street  to  the  new  Southern  Pacific  Classification  yard,  on  the  east 
side  of  the  Los  Angeles  River. 

(3)  The  construction  of  an  interlocking  plant  at  the  Santa  Fe  Hum- 
boldt Street  bridge  on  the  cast  side  of  the  river.  This  plan  corresponds  to 
a  portion  of  the  Southern  Pacific-Salt  Lake  project  as  presented  to  the  Com- 
mission in  .Application  3346. 

(4)  The  construction  of  a  connecting  track  from  the  Salt  Lake  Butte 
Street  track  southerly  to  the  Southern  Pacific  track  on  .Vlameda  Street. 
This  connecting  curve  would  be  necessary  either  for  the  use  of  the  Santa 
Fe  or  Salt  Lake  track  and  is  also  a  part  of  the  Southern  Pacific-Salt  Lake 
scheme. 

Following  along  the  lines  of  the  Hamlin-Howell-Storrow  Report,  the 
second  step  recommended  was  the  elimination  of  passenger  service  along  Ala- 
meda Street.  We  also  agree  that  this  class  of  service  is.  after  the  through 
freight  traffic,  the  least  justifiable  and  should  be  done  away  with.  .Ml  the 
plans  submitted  to  the  Commission  for  a  union  passenger  terminal  in  Los 
Angeles  provide  for  the  elimination  of  passenger  service  on  Alameda  Street, 
and  this  matter  can  be  disposed  of  in  accordance  with  the  decision  as  to  the 
location  of  a  union  passenger  depot.  Under  the  Plaza  plan,  as  recommended 
in  this  report,  the  diversion  of  passenger  service  from  Alameda  Street  is 
accomplished  automatically. 

There  is  before  the  Commission  but  one  plan  contemplating  the  con- 
tinuation of  separate  passenger  depots.  This  is  the  one  proposed  in  the 
Southern  Pacific-Salt  Lake  project  (.Application  3346).  Consideration  of  the 
arguments  for  and  against  the  construction  of  the  elevated  tracks  pro])osed 
in  this  scheme  will  be  taken  u])  elsewhere  under  the  discussion  of  a  union 
passenger  terminal  (Chapters  XIL  XIII  and  XI\').  It  sliould  be  here 
noted  that  along  with  passenger  service,  light  road  engine  movements  are 
included. 

The  three  engineers'  report  also  recommends  that  finalh-  all  tracks  be 
removed  from  Alameda  Street.  The  accomplishment  of  this,  as  recom- 
mended by  them,  is  to  be  obtained  in  "that  eventually  all  spur  tracks  shall 
herringbone  out  east  and  west  from  leads  along  the  river  bank,  and  these 
leads  and  all  other  trackage  through  the  city  be  for  joint  use  bv  all  rail- 
roads", and  "all  tracks  now  longitudinally  within  any  street  to  be  confined 
to  use  ff)r  industrial  purjioses  only  and  finallv  rcmo\-ed  as  soon  as  access 
to  the  industries  can  be  ol)tained  otherwise".  This  introduces  the  problem 
of  freight  switching. 

PLAN  FOR  REDUCTION  OF  FREIGHT  SWITCHING 
Analysis  of  Present  Conditions 

The  question  of  the  physical  possibility  of  switching  the  freight  cars 
appears  to  be  the  first  study  essential  to  the  consideration  of  these  recom- 
mendations, and  with  this  in  view,  we  have  prepared  statistics  showing  the 


Ai.A.\ii-:i>A   Srui'.i/r   (ikAi)i-.   C'kossincs  205 

total  number  of  cars  per  year  moving  along  Alameda  Street  and  set  out  to 
industries,  team  tracks  and  transfer  tracks.  This  information  is  presented 
in  Table  XX  (in  y\ppendix),  and  shows  from  one  important  street  to 
another,  the  number  of  industries  and  the  number  of  cars  set  out. 
Fig.  69  on  i)age  210  shows  graphically  the  total  number  of  cars  jkiss- 
ing  each  section,  and  since  all  traffic  moves  south  from  the  Southern 
Pacific  freight  yards,  the  section  farthest  north  would  have  passing  through 
it  all  of  the  cars  destined  to  the  different  sections  lying  south  of  it.  It 
should  be  noted  that  this  chart  presents  the  number  of  loaded  and  empty 
cars  set  in,  and  that  to  get  the  number  of  movements  along  the  street  the 
figures  should  be  double  as  each  car  set  to  an  industry  or  team  track  must, 
of  necessity,  be  taken  out.  The  number  of  cars  set  in  on  transfer  tracks, 
while  nut  necessarily  e(|ual  to  the  number  of  cars  taken  ntf  from  transfer 
tracks,  may  also  be  doubled  without  serious  error. 

The  number  of  freight  cars  switched  along  Alameda  Street,  divided  with 
respect  to  the  .\rcade  Depot,  is  approximately  as  follows: 

NUMBER  OF  FREIGHT  CARS  MOVED  ALONG  ALAMEDA  STREET 

Cars  Moved 

1917  Ratios 

North  of  .Arcade  Depot 155,000  70% 

-South   of  Arcade    Depot 65,000  30% 

Total     220,000  100% 

l'"urtiier  study  of  the  table  shows  that  the  destination  of  the  cars  set  is 
about  as  follows : 

DESTINATION  OF  FREIGHT  CARS  SWITCHED  ALONG  ALAMEDA. 

STREET 

Cars  Set  Ratios 
Destination                                                Year  1917 

Industries     33.931  31% 

Team   Tracks    l-l-^-<l  1^^" 

Pacific   Electric   TraustV.    Tracks 01.745  56% 

Xo,j,l     109.91 7  100% 

Now,  if  it  were  possible  to  avoid  moving  along  Alameda  Street,  cars 
destined  for  Pacific  Electric  Transfer  tracks,  56  per  cent  of  the  number  of 
cars  passing  along  .\lameda  Street  could  be  removed,  and  if  we  consider 
only  what  portion  of  Alameda  Street  north  of  Seventh  Street,  which  is  the 
district  in  which  are  located  the  most  important  crossings,  another  tabula- 
tion tnay  be  prepared  showing  the  destination  of  cars  which  pass  Seventh 
Street. 


200  I.OS   Anuei.f.s   Tkuminai.   Ixvestigation 

FREIGHT  CARS  SWITCHED   SOUTH   OF  SEVENTH  STREET  ON 
ALAMEDA  STREET 

Cars  Set 
Destination  Year  1917  Ratios 

liulustrics      -'1,825  27% 

Team    Tracks    0 

Pacific    Electric  Transfer   Tracks 55,594  737c 

Total    77,419  100% 

It  is  apparent,  tluMi,  tliat  if  the  cars  destined  for  Pacific  Electric  trans- 
fer tracks  are  rerouted,  over  70  per  cent  of  the  number  of  cars  switched  along 
.Alameda  Street  will  be  eliminated  north  of  Seventh  Street. 

With  the  establishment  of  a  through  freight  route  we  see  no  reason 
why  .\lameda  Street  cannot  be  relieved  of  this  traffic.  The  transfer  may 
then  take  place  on  I]utte  Street  just  west  of  Santa  Fe  Avenue,  and  for  the 
northern  portion  of  the  City  the  transfer  located  at  Aliso  and  Lyons  Streets 
ma}-  be  done  away  with  and  the  interchange  made  either  with  the  Santa  Fe 
tracks  at  Aliso  Street,  or,  better,  with  the  Salt  Lake  tracks  at  the  "Ander- 
son" transfer,  which  is  located  near  the  junction  of  Elliott  Street  and  the 
river.  This  accomplished,  the  switching  along  Alameda  Street,  with  the 
exceptions  of  the  crossings  north  of  Aliso  Street,  will  amount  to  but  about 
one-third  of  the  present  number  of  freight  cars  handled  along  this 
thoroughfare. 

The  elimination  of  the  industrial  switching  movement  longitudinally 
along  Alameda  Street  remains  to  be  accomplished.  In  order  to  obtain 
detailed  first-hand  information  on  the  various  phases  of  industrial  switching 
in  this  district  an  indnstry-to-industry  canvass  was  made,  including  indus- 
tries on  the  Santa  Monica  Air  Line.  Only  such  industries  are  included,  the 
cars  for  which  are  hauled  along  Alameda  Street.  The  following  tabulation 
presents  the  results  of  the  study: 

INDUSTRIAL  SWITCHING  USING  ALAMEDA  STREET 

Number  of  Industries,  exclusive  of  .Xir  Line 278 

on    .-Kir    Line 36  314 

Nature  of  Freight: 

Ordinary    (  Number   of    Industries) 235 

Perishable    (Number  of   Industries) 38 

Semi-perishable    (Number    of    Industries) 10 

Mixed  or  Various   (Number  of  Industries) 31  314 

Number  of  Cars  Set: 

Av.*  No.  Per     Per  Av. 
Year  1917       Industry  Day 

Loads     27,''U5  89  76 

Hmptics     6,026  19  17 

Total 33,931  108  93 

*Average    per    industry    based    on    all    industries,    includint;    111    which 
received  no  cars. 


Ai,AMi:i).\   Street  Gradic  Crossings  207 

Time  Switched: 

Morning   (Number  of   Industries) 71 

Afternoon    (Number   of    Industries) 81 

Night   (Number  of  Industries) 160  312 

Average  Time   Cars   Held,   according   to   information   received 

from    shippers    14.8  hours 

Length  of  Industrial  Tracks: 

Gross    128.512  feet  or       24.3  miles 

Net     58,621   feet  or       11.1  miles 

Car   Capacity   of   Industrial   Tracks: 

Gross     1,956  cars 

Spot     922  cars 

Southern   Pacific   Switching  Districts: 

"Red  Ball"   (Number  of   Industries) 97 

"Green   Ball"    (Number  of   Industries) 71 

'■Green    Ball"    (Number   of   Industries)    (Including   36   on 

Santa  Monica  .\ir  Line) 146  314 

Shippers   Reporting   Cars   Switched  to   Another  Industry: 

Reported   Haljitually    (Number   of   Industries) 35 

Reported  Occasionally   (Number  of   Industries) 36  61 

Number  of  Cars  Reported  Switched  to   Other  Industries 1078 

Shippers'   Opinions  as  to  Night  Switching: 

Preferable   (Number  of  Shippers) 166 

Immaterial   ( Number  of  Shippers) 89 

Impossible    (Number  of   Shippers) 5  2(30 

Number   of   Shippers   Reporting   Present   Service   Satisfactory  72% 

Ration  of  Cars  Set  Per  Day  to  Spot  Capacity 12.37e 

Spur  Tracks  not  used: 

Number    of    .' 17 

Gross  Length  (Percentage  of  Total  Length),  14,484  feet  or  3.0  miles 

Car   Capacity    302     cars 

The  results  of  this  study  show,  in  brief,  that: 

1.  The  present   service   is  satisfactory. 

2.  Less    than    1    per    cent    of    the    shippers    have    any    objections    to    night 

switching. 

3.  -Ml  industries  except  one  could  be  served  by  night  switching.     The  num- 

ber of  cars  necessary  to  be  set  on  some  days  on  this  one  track  exceeds 
the   number  of  cars   which   this   track   can   hold. 

The  first  fact  is,  to  us,  of  very  great  impurtance  since  the  condition  of 
finding  shijjpers  satisfied  with  tlieir  switching  service  is  almost  unitiue.  We 
hesitate,  on  this  account,  to  make  any  very  serious  changes  in  such  a  sit- 
uation. The  present  freight  business  is  the  backbone  of  Los  Angeles  com- 
merce and  upon  it  depend,  to  a  very  large  extent,  the  growth  and  prosperity 
of  the  City.  It  has  been  stated  positively  by  the  representatives  of  the  rail- 
roads that  the  time  available  for  switching  at  night  is  not  sufficient  to  handle 
the  business  presented.  Statements  to  this  effect  by  these  representatives 
are  presented  in  the  Seventh  Annual  Report  of  the  Los  Angeles  Board  of 
Public  Utilities  and  weie  made  in  response  to  an  order  of  that  Board  to  show 


208  Los  Angeles  Tkuminal    Ixvkstication 

cause  why  freight  and  switching  movements  in  this  district  (Macy  Street  to 
Seventh  Street)  should  not  be  restricted  to  the  hours  between  12  midnight 
and  6  A.AI.  in  order  to  provide  greater  convenience  and  safety  to  the  travel- 
ing public.  The  Superintendent  of  the  Southern  Pacific  Company  stated 
that  it  was  impossible  to  handle  the  volume  of  business  allotted  to  the  pres- 
ent industrial  district  within  the  sixteen-huur  period  and  that  eighteen  hours 
were  consumed  in  satisfactorily  handling  the  business.  He  made  the  fur- 
ther point  that  the  shippers,  as  at  present  located,  could  not  be  so  served 
with  the  limited  spur  track  facilities  with  which  they  had  provided 
themselves. 

We  considered  it  desirable  to  make  a  careful  investigation  of  the  first 
contention.  Our  traffic  figures  have  led  us  to  the  conclusion  that  the  pres- 
ent volume  of  business,  and  also  the  volume  likely  to  be  handled  for  a  con- 
siderable number  of  years  in  the  future,  can  readily  be  handled  at  night.  \\'e 
would  suggest  that  it  would  be  a  simple  matter  to  lengthen  the  switching 
period  from  the  six  hours  proposed  by  the  City  authorities  to  seven  or  eight 
hours  if  such  expansion  proves  necessary. 

The  second  contention  is,  we  believe,  without  merit.  We  are  satisfied 
that  the  industries  on  the  Southern  Pacific  tracks  have  provided  themselves 
with  sufficient  facilities,  a  conclusion  that  is  borne  out  by  the  fact  that  the 
ratio  of  cars  set  to  spot  capaciy  is  only  12  per  cent. 

It  was  stated  by  Southern  Pacific  officials  that  there  were  about  seventy- 
five  industries  in  the  proposed  restricted  territory  requiring  almost  constant 
service  throughout  the  twenty-four  hour  period  (an  average  of  200  cars  per 
day  being  handled)  and  that  many  of  the  shipments  consisted  of  perishable 
freight  demanding  prompt  handling.  We  have  found  but  thirty-three  indus- 
tries in  this  district  which  handle  perishable  freight,  and  only  one  industry 
where  the  trackage  was  not  sufficient  to  accommodate  the  number  of  cars 
necessary  to  be  set  in  one  day,  barring  occasional  unusual  demands. 

It  should  be  here  stated  that  in  general  night  switching  requires  that  a 
car  remain  on  spot  at  the  industry  probably  on  an  average  of  twenty-four 
hours,  i.  e.,  from  midnight  of  one  day  until  midnight  of  the  next  day,  and 
that  any  study  with  regard  to  the  possibility  of  night  switching  should  take 
into  consideration  the  fundamental  necessity  that  these  cars  should  be 
released  as  soon  as  possible  after  they  are  set. 

Traffic  studies  by  the  Demurrage  Piureau  during  January,  1918,  showed 
that  during  the  week  ending  January  12  an  average  of  77  per  cent  of  the 
cars  were  released  on  the  day  they  were  set,  while  during  the  following 
week  when  a  drive  was  made  for  ])riim])t  unloading,  only  74  per  cent  were 
released.  These  figures  are  taken  from  the  following  table,  the  "total" 
column  being  ours : 


Alameda  Street  Grade  Crossings 


209 


RELEASE  OF  FREIGHT  CARS  UNLOADED  ON  INDUSTRIAL 

TRACKS 

"Cars  on  Spot  and  Released  Total  for  All  Los  Angeles'  Lines" 

Freight  Moving  Week — January  14-19 

Men.         Tues.        Wed.         Thur.  Fri.  Sai. 

14th  15th  16th  17th  18th  19th  Total 

Placed     785  628  510  553  566  614  3656 

Released     574  4W  458  429  427  438  2825 

%Released     ....     IV'U  79%  89%  77'/f  75%  71%  777c 

Previous   Week — January   7-12 

7th  8th  9th  10th  Uth  12th  Total 

Placed     727  682  537  598  573  6l5  3732 

Released     516  509  438  440  409  456  2768 

%Released     ....     71%  74%  81%  74%  71%  74%  74%. 

It  must  be  remembered  that  the  foregoing  figures  cover  the  war  period 
when  more  than  ordinary  efforts  were  made  by  shippers  and  railroads  alike 
to  expedite  work  in  car  movement.  It  is  our  opinion,  nevertheless,  that 
even  in  normal  times  it  is  possible  to  handle  all  freight  switching  in  the 
congested  portion  of  Alameda  Street  frum  Macy  Street  to  Ninth  Street 
during  the  night. 

Recommendations  for  Reduction  of  Freight  Switching: 

It  has  been  developed  that  freight  switching  makes  up  2>}i  per  cent  of 
the  total  number  of  train  movements  on  Alameda  Street,  both  north  and 
south  of  the  Southern  Pacific  Station.  ]*"xpressed  in  other  units,  for  the 
average  crossing  there  are  52  switches  per  day  north  of  the  Southern  Pacific 
Station  and  32  switches  south  of  the  station.  We  are  of  the  opinion  that 
this  can  be  reduced  to  a  point  where  it  is  no  longer  objectionable. 


i 

z 

3 


RELATIVE  VEHICULAR  TRAFFIC  ACROSS  ALAMEDA  STREET 


% 


ti 


2         m 


tj  Q 

55 

fci 

S;  6i 

^ 

8 
i 

V  § 

fbi 

c 

I    o 

FREIGHT   SWITCHING   ON   ALAMEDA   STREET 
LOS   ANGELES 

PRESENT  TRAFFIC  AND  CONOITXJN  AFTER  PROPOSED  CHANGES  AND 
RCLATIVC  MOVCMCNT  OF  VtHtCLCS  AT  IMPORTANT  GRADE  CROSSINGS 


CASE  970  ET  SEQ 
FEBRUAflv  1919,  N?  10-47 


CaUruriiia  Hullniail  CuniniKriinri  Kntfiiit-erliiK  lJi>i)I. 

vui.  MK     FHi:i<;nT  s\\  rr<.'iii\<i  <)\   .vrAMKn.v   stiiket 

Ttie  Tii)per  diagram  shows  the  amount  of  freight  tram<-  upon  Alameda  Street  under  existing;  conditions.  Contrast  th« 
present  and  proposed  conditions  by  comparing  the  colored  areas.  Cars  represented  in  the  ujiper  tliree  areas  are  to  be  di- 
verted to  the  river  and  industrial  switching  rerouted,  to  av<fid  important  streets.  Practically  all  of  the  danger  and  delay 
at    these    grade    crossings    Is    eliminated    without    resort    to    viaducts. 


Ai.AMF.DA  Street  (Iradk  Crossings  211 

Cars  Hauled  Through  the  City  by  Southern  Pacific  for  the  Pacific  Electric 

Fig.  69  shows,  by  differently  culored  areas,  the  present  switching 
business  along  Alameda  Street  divided  as  to  several  classes  accord- 
ing to  destination  and  routes.  The  number  of  cars  covers  those  set  and 
those  removed.  The  upper  area  on  this  chart  shows  the  volume  of  traffic 
switched  by  the  Southern  Pacific  for  the  Pacific  Electric,  this  service  being 
paid  for  at  so  much  an  hour  for  the  use  of  the  engine  and  crew  and  being 
performed  in  order  to  keep  the  freight  cars  off  the  uptown  Pacific  Ivlectric 
tracks  on  San  Pedro  or  Main  Streets. 

This  traffic  consists  of  about  15,000  cars  per  year  transferred  to  the 
Southern  Pacific  by  the  Pacific  Electric  at  Macy  Street  and  hauled  along 
Alameda  Street  by  the  Southern  Pacific  to  Eighth  Street  wliere  they  are 
set  on  the  Pacific  Electric  transfer  track,  and  about  the  same  number  jjicked 
up  at  Clement  Junction  transfer  and  set  out  at  Macy  Street  transfer,  all 
these  cars  being  handled  along  .Mameda  Street  by  the  Southern  Pacific. 
These  cars,  amounting  to  31,800  per  year,  are  about  22  per  cent  of  the  aver- 
age total  number  of  freight  cars  hauled  along  Alameda  Street  between  Aliso 
and  Eighth  Streets. 

We  recommended  that  the  Pacific  Electric  deliver  these  cars  to  the 
Salt  Lake  at  Anderson  transfer  (located  on  the  east  side  of  the  Los  Angeles 
River,  at  Elliott  Street),  and  that  they  be  hauled  by  the  Salt  Lake  to  the 
existing  Pacific  Electric  transfer  just  west  of  Santa  Fe  Avenue  at  Butte 
Street.  The  cost  of  operation  will  be  approximately  the  same  as  under 
present  arrangements,  but  even  a  small  extra  expense  is  more  than  justi- 
fied by  the  resulting  amelioration  of  grade  crossing  hazards  on  Alameda 
Street. 

Under  private  operation  and  control,  this  rerouting  will  cause  a  diver- 
sion of  revenue  from  the  Southern  Pacific  to  the  Salt  Lake,  and,  while  we 
hesitate  to  recommend  any  changes  resulting  in  such  a  diversion,  there  is 
no  doubt  that  our  proposal  embodies  the  best  method  of  handling  these  cars. 

We  have  considered  that  ultimately  the  use  of  Anderson  transfer,  as 
recommended  above,  will  create  an  undesirable  traffic  across  Mission  Road 
at  Elliott  Street.  To  avoid  this  we  recommend  the  future  construction  of  a 
freight  connection  between  the  Salt  Lake  tracks  at  Macy  Street  and  the 
Pacific  Electric  tracks  in  the  Echandia  yard.  This  new  track  would  be 
l)uilt  north  of  and  approximately  parallel  to  Mission  Road  and  would  pass 
under  this  street  near  the  Pacific  Electric  yard. 

Cars  Transferred  Between  Southern  Pacific  and  Pacific  Electric 

The  next  lower  section  of  the  chart  shows  the  volume  of  Southern 
Pacific-Electric  carload  transfer  business.  These  cars  are  being  transferred 
between  these  two  roads  between  Eighth  and  .\lameda  .Streets,  Clement  Junc- 
tion and  Macy  Street  team  yard,  and  pass  along  .Mameda  Street. 

Cars  transferred  in  this  way  number  approximately  36.000  per  year  and 
amount  to  about  26  per  cent  of  all  freight  cars  hauled  between   Macy  and 


2]2  Los  Angeles  Terminal  Invlsticathin 

Eighth  Streets  along  Alameda  Street.  We  recommend  that  this  class  of 
switching  also  be  rerouted  to  avoid  Alameda  Street.  This  can  be  done  in 
at  least  two  ways : 

First:  If  a  union  passenger  .station  is  established  at  the  Plaza  and  the 
new  classification  yard  of  the  Southern  Pacific  along  the  San  Fernando  Road 
is  completed  and  the  new  trackage  constructed  along  the  east  side  of  the 
river  from  the  San  Fernando  Road  to  Humboldt  Street,  then  these  cars 
from  the  Southern  Pacific  to  the  Pacific  Electric  can  be  moved  from  the 
new  classification  yard  via  the  Salt  Eake  along  the  east  side  of  the  river  and 
Butte  Street  to  the  Pacific  Electric  transfer,  just  west  of  Santa  Fe  Avenue. 
Cars  destined  east  from  Los  Angeles  can  be  transferred  to  the  Pacific  Elec- 
tric at  Anderson  transfer. 

Second:  These  cars  might  also  be  hauled  over  the  Santa  Fe  tracks 
from  North  Broadway  to  the  Pacific  Electric  transfer  at  Butte  Street  and 
Santa  Fe  Avenue  with  a  somewhat  shorter  haul.  Inasmuch  as  it  would 
seem  desirable,  under  tlie  conditions  proposed,  to  keep  the  freight  traffic 
on  the  east  side  of  the  river,  we  believe  the  plan  for  using  the  Salt  Lake 
tracks  to  be  preferable. 

Oil  Cars  on  Alameda  Street 

Considerable  fuel  nil,  in  tank  cars,  is  shipped  through  Los  Angeles  from 
El  Segundo,  about  20  miles  from  Los  Angeles,  on  the  ocean.  The  Pacific 
Electric  takes  these  cars  from  the  refinery  and  hauls  them  to  Los  Angeles  via 
Hawthorne.  It  is  transferred  here  to  various  roads.  About  90  per  cent  goes 
to  the  Southern  Pacific  at  Clement  Junction  where  the  cars  are  set  on  the 
long  track  extending  southerly  from  Twenty-fifth  Street.  These  cars  are 
picked  up  by  the  Southern  Pacific  and  hauled  to  the  Southern  Pacific  yards 
along  Alameda  Street,  sometimes  in  50-car  trains.  About  20  per  cent  is 
for  use  of  the  Southern  Pacific  and  the  balance  for  industrial  uses,  largely 
for  mines  and  smelters  in  Arizona. 

We  are  interested  in  this  oil  traffic  because  these  long  trains  are  a 
nuisance,  both  to  the  public  and  to  the  railroad  and  as  the  transfer  tracks 
at  Clement  Junction  require  considerable  switching  and  back-up  movements, 
this  handling  is  not  efficient.  Based  on  traffic  during  the  latter  part  of  1917 
and  the  first  six  months  of  1918,  this  traffic  amounts  to  approximately  45.000 
cars  per  year  both  ways,  or  about  32  per  cent  of  the  average  total  number 
of  cars  handled  on  Alameda  Street  between  Macy  and  Aliso  Streets. 

We  are  satisfied  that  this  traffic  should  be  diverted  from  Alameda 
Street  and  there  are  several  methods  of  accomplishing  this  end.  The  Santa 
Fe  has  a  line  between  El  Segundo  and  Los  Angeles  and  it  is  possible  to 
move  this  oil  traffic  over  Santa  Fe  trackage  all  the  way.  We  would  recom- 
mend this  plan  only  if  the  revenue  question  between  the  Southern  Pacific 
and  Pacific  Electric  and  Santa  Fe  can  be  satisfactorily  adjusted.  That  this 
can  be  done  seems  doubtful,  but  from  the  operating  point  of  view,  as  also 
from  the  [loint  of  view  of  the  interests  of  the  city,  this  plan  is  best. 


Alamkda  Strket  Grade  Crossings  213 

The  Pacific  Electric  made  a  very  considerable  investment  to  partici- 
pate in  this  traffic  and  has  an  annual  gross  revenue  of  approximately  $360,- 
000  from  this  source.  Obviously  the  loss  of  revenue  would  be  very  serious 
to  this  road. 

With  a  union  passenger  station  established  at  the  Plaza  and  the  new 
classification  yard  of  the  Southern  Pacific  along  the  .San  Fernando  Road 
completed  and  the  new  trackage  constructed  along  the  east  side  of  the  river 
between  the  San  Fernando  Road  and  llumlinldt  Street,  these  oil  cars  can 
Ije  moved  from  the  Pacific  Flectric  transfer  at  P>utte  Street  and  Santa  Fe 
Avenue  to  the  Southern  Pacific  yard  over  the  Salt  Lake  tracks  on  Butte 
Street  and  on  the  cast  bank  of  the  I.os  Angeles  River.  It  is  our  recom- 
mendation  that   this   be   done. 

Rerouting    of    Industrial    Switching.      Switching    of    Cars    to    Industry    and 
Team  Tracks 

As  noted  before,  the  princi])al  grade  crossing  hazard  and  inconvenience 
on  Alameda  Street  occurs  at  the  crossings  of  the  princijjal  east  and  west 
streets.  It  is  true  that  the  switching  of  s])ur  tracks  off  the  lungitudinal 
tracks  in  Alameda  Street  is  also  a  source  of  delay  and  inconvenience,  but 
since  the  train  is  always  within  good  view,  there  is  less  possibility  of  col- 
lision and  accident. 

A  very  large  sum  of  money  has  been  invested  in  Los  .\ngelcs  in  ware- 
houses and  other  industrial  property.  The  value  of  this  property  is  con- 
siderably influenced  by  the  existence  or  the  possibility  <>f  a  s])nr  track. 
.•\side  from  the  investment,  the  cost  of  doing  business  is  also  largely  de- 
pendent upon  the  existence  of  track  facilities.  We  have  concluded  that  it 
would  be  unwise  to  materially  disturb  the  present  spur  track  facilities  with 
which  shippers  have  provided  themselves.  Over  a  considerable  period  of  time 
it  may  be  possible  to  readjust  the  trackage,  but  this  must  be  the  result  ot 
slow  and  gradual  change  or  growth  and  cannot  be  accomplished  at  once. 
We  are  confronted,  then,  with  the  necessity  for  a  com])rehensive  plan  to- 
ward which  all  eft'ort  in  the  future  may  be  directed.  At  the  same  time,  we 
are  of  the  opinion  that  a  great  deal  can  be  accomplished  at  present  by  reduc- 
ing the  switching  ninxcnient  across  the  ])rincipal  east  and  west  streets. 

Regardless  of  the  establishment  of  a  union  station,  the  switching  of 
traffic  mav  be  reduced  by  dividing  .Mameda  Street  into  two  sections.  On 
account  of  the  heavy  traffic  on  Seventh  Street,  these  sections  shoidd  lie 
north  and  south  of  this  street.  Cars  destined  to  points  south  of  Seventh 
Street  should  be  switched  to  the  .Mameda  Street  tracks  via  the  tracks  of 
either  the  Santa  Fe  or  the  Salt  Lake  along  the  river  and  via  the  track  of 
the  latter  along  P.utte  Street  and  not  i)ass  along  .Mameda  Street  at  any 
point  north  of  Seventh  Street.  This  would  reduce  the  number  of  cars 
crossing  Seventh  Street  and  every  street  north  thereof  by  about  13,000  cars 
per  year. 


214  Los  AxGELES  Terminal   Investigation 

The  section  north  of  Seventh  Street  may  be  divided  into  smaller  sec- 
tions. Aliso  Street,  because  of  the  heavy  interurban  traffic  movement, 
seems  another  natural  division.  Cars  north  of  tliis  point  could  be  switched 
as  at  present.  Between  Aliso  and  First  Streets,  where  appro.ximately  3,400 
cars  ])er  year  are  switched  to  Southern  Pacific  industries,  the  Santa  Fe 
could  handle  this,  using  the  Southern  Pacific  spur  on  Jackson  Street  which 
is  not  in  use  at  present,  and  the  Santa  Fe  tracks  along  the  river.  This 
would  aflford  access  to  this  district  between  Aliso  and  First  Streets  from 
the  river  by  means  of  a  track  that  is  not  now  used. 

Inasmuch  as  cars  destined  to  Los  Angeles  industries  are  delivered  with- 
out e.xtra  charge  no  matter  on  whose  rails  cars  enter  Los  Angeles  or  on 
whose  rails  they  are  delivered,  it  w^ould  seem  as  if  this  interchange  of  service 
could  be  extended  beyond  the  present  limits  to  the  point  where  the  cars 
would  be  delivered  by  the  road  whose  tracks  involve  the  fewest  number  of 
grade  crossings. 

Between  First  and  Seventh  Streets,  where  about  6,700  cars  per  year 
are  set  to  industries  located  on  Southern  Pacific  rails  and  where  about  2,800 
cars  are  set  in  the  Southern  Pacific  team  yard  at  Fourth  and  Alameda 
Streets,  the  Santa  Fe  could  also  handle  this  business.  This  would  require 
merely  the  construction  of  a  short  connecting  track  between  the  Santa  Fe's 
tracks  between  Sixth  and  Seventh  Streets  and  the  Alameda  Street  tracks. 
The  same  result  can  be  accomplished  by  the  use  of  the  present  Southern 
Pacific  spur  track  near  the  Los  Angeles  market  ]>roperty.  Traffic  condi- 
tions, as  they  would  exist  were  these  recommendations  carried  out.  are 
,-hown  on  the  lower  part  of  Fig.  69  on  page  210. 

There  remains  a  consideration  of  the  proposed  herringbone  system  of 
spur  tracks  as  submitted  to  the  Commission.  Messrs.  Hamlin,  Howell, 
Storrow  and  others  suggest  the  elimination  of  the  longitudinal  tracks  of 
Alameda  Street  and  the  substitution  therefor  of  east  and  west  switching 
limits  on  private  rights  of  way  with  suitable  connections  with  existing  indus- 
trial tracks. 

We  are  unable  to  join  in  this  recommendation.  From  the  point  of 
view  of  safety  and  convenience  to  street  traffic,  we  believe  that  a  longitu- 
dinal track  on  a  street  is  less  dangerous  than  a  series  of  tracks  crossing  a 
street.  The  situation  that  would  result  on  Alameda  Street  would  be  par- 
ticularly disadvantageous  because  these  herringbone  tracks  would  emerge 
from  what  would  be  practically  narrow  alleys,  giving  a  poor  view  of  trains 
about  to  cross  the  street,  and  because  further  with  the  elimination  of  rail- 
way traffic  as  proposed  in  other  recommendations  vehicular  traffic  on  this 
street  undoubtedly  will  show  a  very  material  increase.  The  relative  impor- 
tance of  this  herringbone  system  is  also  to  be  considered.  This  matter  will  be 
taken  up  elsewhere  in  this  report. 

The  Southern  Pacific  also  appears  to  have  a  perpetual  franchise  on 
Alameda   Street,   and  this   is  a   legal   factor  that  should   not  be  overlooked. 


Alameda   Strket  Grade  Crossings 


M5 


Recommendation  For  Reduction  of  Freight  Switching 

We  believe,  therefore,  that  the  best  solution  lies  in  a  reduction  to  the 
lowest  point  of  the  amount  of  railway  traffic  on  Alameda  Street  rather  than 
in  the  entire  elimination  of  the  tracks.  In  fact,  we  are  of  the  opinion  at 
this  time  that  the  maintenance  of  longitudinal  tracks  on  Alameda  Street  is  a 
necessity,  and  that  a  removal  would  be  against  the  best  interests  of  the 
City.  The  efifect  of  the  ])lan  ])roposed  by  us  is  indicated  in  the  following 
table  which  shows  the  possibility  of  an  elimination  of  not  less  than  87  per 
cent  of  the  number  of  freight  cars  switched  at  present  along  .\lamcda  Street. 

PROPOSED  REDUCTION  OF  FREIGHT  SWITCHING  ON  ALAMEDA 
STREET     ACROSS     PRINCIPAL     EAST     AND     WEST     STREETS 
THROUGH  REROUTING  OF  PACIFIC  ELECTRIC-SOUTHERN 
PACIFIC  JOINT  AND   TRANSFER   BUSINESS    AND    RE- 
ROUTING    SOUTHERN     PACIFIC     INDUSTRIAL 
SWITCHING   OVER   SANTA   FE  TRACKS   ALONG 
RIVER     AND     EAST     AND     WEST      LEADS 
No.  of  Frt.  Cars 
Swtchd.  per  Year 
Street  Present  Proposed 

Macy    \S2.(M)()  IJ.nOO 

Aliso     166.000  0 

First     170,a)0  0 

Second     LS3.000  6.000 

Third     150.000  10,000 

Fourth     141,000  I9.(X)0 

Sixth     141.000  19J000 

Seventh      140.000  0 

Eighth    132,000  8,000 

Ninth     92.0(10  10,000 

Summarizing  further  and  taking  into  account  the  reduction  in  freight 
switching  of  90  per  cent  (which  is  conservative)  we  have  a  reduction  (if  all 
train  movements,  which  may  be  tabulated  as  follows: 

ESTIMATED  RESULTS  OF  PROPOSED  ELIMINATION   OF 
RAILROAD  TRAFFIC   ON   ALAMEDA   STREET 

Proposed  Reduction 
Class  of  Train  North  of  S.  P.  South  of  S.  P. 


Reduction 

Number 

Ratio 

Ud.dlKI 

927c 

166.IHK1 

100% 

160,000 

100% 

147,000 

96% 

140,00) 

93% 

122,000 

87% 

122.000 

87% 

140.000 

100% 

124.000 

84% 

82.(K)0 

89% 

Movement  Station 

Passenger  Trains    24% 

Freight    Trains    7% 

Passenger    Switching    6% 

Freight   Switching    30% 

Light  Road   Engines 30% 


Station 

4% 
10% 
43% 
30% 

10% 

97% 


Total   Proposed   Reduction 97% 

The  .1  per  cent  of  remaining  traffic  consists  of  freight  switching  only. 
We  are  satisfied  that  a  reduction  of  the  railroad  traffic  on  Alameda  Street  to 
3  per  cent  of  what  it  has  been  will  prove  satisfactory  to  everybody  con- 
cerned for  ni;inv  vears. 


CHAPTER  IX. 

OUTLINE 

Grade  Crossings  Between  Los  Angeles  and  Pasadena 
Proposed  Pasadena  Alunicipal  Line 

Crossing  of  Pacific  Electric  and  Huntington  Drive  in  Rose  Hill  District 

Crossing  of  Mission  Road  and  Alhambra  Avenue 

Crossing  of  Butte  Street  and  Santa  Fe  Avenue 

Crossings  Introduced  by  Engineering  Department  Plan  for  Union  Passenger 
Station  at  the  Plaza 
Macy  Street  and  Station  Yard 
North  Main  Street  and  Redondo  Street 

Crossing  at  Mission  Road  and  Elliott  Street 


CHAPTKR   IX 

ELIMINATKJX   OF   OTHER   CROSSINGS  AT   T.RADR 

GRADE   CROSSINGS   BETWEEN   LOS   ANGELES   AND   PASADENA 

There  are  many  grade  ero.ssin<js  on  the  lines  of  the  Santa  h'e.  the  Salt 
Lake  and  the  Pacific  Klectric  between  Los  Ang-eles  and  Pasadena.  In  this 
discussion  we  will  consider  (Uily  the  Pasadena  Avenue  line  of  the  Pacific 
Electric  (as  distinguislied  fmm  the  so-called  Pasadena  Slmrl  Line).  These 
crossings  are  situated  in  iIk  C  ities  of  Los  Angeles,  South  Pasadena  and 
Pasadena.  They  may  he  enumerated  approximately  as  follows,  the  ap- 
proximation arising  from  the  fact  tliat  there  is  some  leeway  in  the  classifica- 
tion of  crossings : 

STEAM  ROAD  GRADE  CROSSINGS  BETWEEN  LOS  ANGELES  AND 

PASADENA 

Number  of  Street  Grade  Crossings 

City                                                       Santa  Fe  Salt  Lake 

Los   Angeles*    25  21 

South  Pasadena    10  7 

Pasadena      30  35 

Totals     65  63 

Total  of  Both    128 

*East  of  Los  Angeles  River  only. 

At  the  same  time,  the  Santa  Fe  crosses  the  Salt  Lake  twice  at  grade 
aufl  crosses  the  Pacific  F,lectric  Railway  and  the  Los  Angeles  Railway  a 
total  of  seven  times.  The  .Salt  Lake  crosses  these  two  electric  roads  nine 
times. 

Of  the  thirty-five  Salt  Lake  crossings  in  Pasadena,  eighteen  are  on 
the  line  between  the  Los  .\ngeles  River  and  the  Salt  Lake-Pasadena  Station 
at  Colorado  Street.  The  other  seventeen  are  beyond  Colorado  Street  on  a 
freight  track  used  for  freight  switching  service  onl_\-.  .Ml  of  the  .'^anta 
Fe  crossings  enumerated  are  on  the  main  line. 

Tlie  Pacific  Electric  operated  a  local  line  onl)-.  nn  the  Pasadena  .\ venue 
route  between  Los  .\ngeles  and  Pasadena.  This  route  follows  along 
Pasadena  Avenue  for  the  largest  ])art  of  the  distance  but  has  an  even  greater 
number  of  grade  crossings  than  either  the  .Santa  Fe  or  the  Salt  Lake.  The 
character  of  service  is,  however,  c|uite  different  horn  that  of  the  steam 
railroads,  inasmuch  as  but  one-car  trains  are  operated  and  the  service  is 
really  not  different  from  ordinary  street  car  service  on  city  streets. 

The  operating  conditions  on  the  steam  roads  are  not  of  the  best  and 
their  improvement  is  desirable.  The  Salt  Lake  has  a  maximum  grade 
of  a  2.44  per  cent  uncompensated  between  the  Los  .Angeles  River  and  the 
Salt  Lake  Pasadena  Station.  The  Santa  Fe  maximum  grade  eastbound  is 
2.16  per  cent  and  westbound  is  L4  per  cent.     The  Salt  Lake  grade  is  very 


2\S  Los   A.NGKi.ics   TiiKMixAi.    I\vi;stii;ati(i.\ 

stec])  for  steam  railroad  operation  even  when  the  Hghtness  of  the  Salt 
of  its  main  transcontinental  line  and  the  maximum  grade  is  so  steep  that 
no  freight  trains  are  operated  eastbound,  and  it  is  heavy  enough  to  seriously 
interfere  with  the  passenger  train  operation.  For  a  considerable  part  of 
the  distance  between  Los  Angeles  and  Pasadena,  both  of  these  roads  have 
a  iiarmw  right  of  way.  The  Santa  Fe  right  nf  way  is  especially  narrow- 
in  the  heart  of  Pasadena,  as  it  is  only  twenty  feet  in  places. 

The  district  through  which  the  Salt  Lake  and  the  Santa  Fe  lines  run 
is  now,  on  the  whole,  very  well  built  up.  The  grade  crossings  are  nearly 
all  over  streets  which  have  considerable  use  and  many  of  them  are  o\'er 
very  important  streets.  Pasadena  Avenue,  for  example,  is  crossed  several 
times.  This  street  carries  a  very  heavy  vehicular  traffic,  estimated  at  7,000 
vehicles  per  day,  85  per  cent  of  which  are  automobiles.  This  estimate  is 
based  on  knowledge  of  the  number  of  vehicular  nKivemcnts  across  Nortli 
Broadway  Bridge,  which  carries  practically  all  of  the  Pasadena  Avenue 
traflic.  Colorado  Street,  the  main  street  of  Pasadena,  also  is  crossed  by 
both  roads,  as  is  California  Street,  another  important  street  of  Pasadena. 

The  Commission's  records  show  that  many  accidents  occur  on  these 
grade  crossings,  and  our  observation  has  been  to  the  effect  that  they  are, 
in  many  cases,  a  serious  source  of  delay  to  traffic  as  well  as  a  menace  to 
the  travel  on  the  highways.  These  crossings  should  be  eliminated.  There 
is  such  a  large  number,  however,  and  the  topography  of  the  country  is 
of  such  a  character  that  elimination  can  be  had  onlv  through  a  quite  c(im- 
])rehensive  plan  in  which  all  the  interested  roads  should  i^articipate.  The 
communities  affected  would  unquestionably  derive  so  large  a  benefit  from 
such  elimination  that,  in  fairness,  they  should  assume  a  ])ortion  of  the 
cost.  It  is  a  fortunate  fact  that  such  a  ])lan  does  not  seem  beyond  ac- 
complishment. 

The  Santa  Fc.  having  in  view  the  eliminaticin  of  grade  crossings,  the 
reduction  in  the  rate  of  grade  eastbound  and  the  shortening  of  its  line,  has 
developed  a  very  comprehensive  plan  for  itself.  \\'e  are  satisfied  that  this 
plan  can  be  made  the  basis  for  an  even  more  comprehensive  undertaking 
which  will  include  the  Salt  Lake  and  the  Pacific  Electric.  Though  the 
Santa  Fe  has  asked  the  Commission  to  keep  this  plan  confidential  at  this 
time,  permission  has  been  given  to  include  in  this  report  the  following 
essential   data: 

1.  Tlic    ininilicr   of   grade   crossings   with    streets   is   reduced    from   61    to   0. 

2.  The   nuinl)cr  of  grade   crossings  with   electric   railways   is   reduced   from 

8  to  0. 

3.  The    numlicr   of   grade    crossings   with    steam    railroads   is    reduced    from 

2  to  0. 

4.  The  maximum  curvature  is  reduced  from   10  degrees  to  6  degrees. 

5.  Tlic   total  curvature   is  reduced  210  degrees. 

6.  The  maximum  grade  eastbound  is  reduced  from  2.16  per  cent  to   1.4  per 

cent,  the   westliound   remaining  at   1.4  per  cent   maxinuim. 


Elimination  of  Othf.r  Crossings  at  Grade  219 

7.  The   distance  is   reduced   1.4  miles. 

8.  The  rise,  or  elevation  which  the  line  attains,  is  113  feet  less. 

It  is  estimated  that  this  improvement,  based  upon  double  track  all 
the  way  and  upon  1919  prices,  would  cost  $6,700,000.  This  is  at  the  rate  of 
approximately  $100,000  per  crossing  if  elimination  of  grade  crossings  by 
separation  of  grades  at  crossings  were  the  only  factcjr  considered.  We  wish 
to  draw  attention  tn  the  fact  that  while  this  figure  involves  practically  an 
entire  new  double  track  roadljed  and  is  not  a  proper  charge  to  the  crossings 
alone,  $100,000  per  crossing  is  appro.xiinately  the  cost  of  simjjly  eliminating 
the  crossings  if  this  were  done  one  at  a  time  and  if  the  streets  were  left  with 
as  good  grades  and  widths  as  now  exist. 

Looking  ahead  some  years,  during  which  probably  nearly  all  of  the 
crossings  would  be  considered  for  separation  of  grades,  the  wisdom  of 
complete  elimination  under  a  comprehensive  plan  is  apparent,  particularly 
when  all  the  other  advantages  are  gained  over  the  plan  of  piecemeal 
elimination  are  considered.  It  is  a])i)arent  that  a  very  large  saving  in  annual 
operating  ex])enses  will  result  from  this  improvement.  \\'ithout  a  close 
analysis  of  ojierating  costs  it  is  impossible,  however,  to  estimate  exact  or 
approximate  figures. 

It  is  desirable  to  say  here  that  our  own  studies,  prior  to  our  becoming 
acquainted  with  the  Santa  Fe  plan,  had  led  us  to  the  same  general  con- 
clusions as  those  that  are  embodied  in  that  plan.  The  improvement  as 
contemplated  by  the  railroad  is  in  every  respect  in  harmony  with  our 
recommendations  on  the  entire  terminal  problem  and  fits  in  perfectly  with 
such  recommendations  as  we  have  made  on  the  subjects  of  grade  crossings, 
betterment  of  operating  service  and  a  union  passenger  depot.  We  believe 
that  the  carrying  out  of  the  Santa  Fe  plan  will  prove  not  only  a  paying 
investment  from  the  outset  for  the  railroad  company,  but  also  a  large  benclit 
to  all  of  the  communities  served  and  to  all  of  the  territory  affected.  These 
corimunities  and  the  Commission  should,  we  feel  strongly,  render  every 
possible  encouragement  and  give  every  possible  aid  towards  the  early  ac- 
complishment of  this  plan. 

This  plan  contemplates  the  elimination  of  grade  crossings  in  cities 
other  than  Los  Angeles,  rasa<lena,  and  South  Pasadena.  We  do  not,  how- 
ever, feel  at  liberty  to  state  the  names  of  these  cities  or  to  give  the  termini 
of  the  improvement.  That  part  of  the  Santa  Fe  line  parallel  to.  and  east 
of.  Fair  Oaks  Avenue  would  remain  for  freight  service,  and  would  be 
operated  as  a  spur  track.  The  crossings  would  remain  as  at  present  but 
as  this  is  unsatisfactory,  the  Colorado  Street  crossing  should  be  eliminated. 
This  could  be  done  by  the  abandonment  of  this  ])art  of  the  line  and  by 
switching  from  the  main  line. 

So  large  an  expenditure  for  improvements  on  the  Santa  Fe  should  be 
made  to  accomplish  even  more.  There  is  practically  no  business  along 
the  Salt  Lake  line  between  Los  Angeles  and  Pasadena,  and  the  Salt  Lake 
should,  therefore,  be  compelled  to  run   over  the  new  Santa    Fe  tracks  and 


220 


Los  Angeles  Terminal  Ixnestigatiox 


to  assume  a  proper  share  of  the  cost.  This  would  result  in  the  elimination 
of  six  more  grade  crossings  of  streets,  two  of  steam  railroads  and  iour  of 
electric  railways.  Under  this  plan,  it  is  contemplated  to  retain  the  Salt 
Lake  tracks  in  Pasadena  for  freight  service,  operating  them  as  spur 
tracks.  The  crossings  on  this  line  would  not  be  included  with  those  to 
be  eliminated. 


FIG.   70.      ARROYO    SBCO   FROM   ELYSIAIV    PARK 

The  Valley  of  the  Arroyo  Seco  furnishes  the  shortest  route  bet'ween  Los  Angeles  and 
Pasadena.  Avenue  20  Bridge  appears  in  the  right  foreground.  The  Santa  Fe  and  Salt 
Lake  are  in  the  right  foreground,  crossing  to  the  left  in   tlie  distance. 

Proposed  Pasadena  Municipal  Line 

The  City  uf  Pasadena  is  extremely  anxious  to  secure  improved  rapid 
traii.sit  facilities  between  Los  Angeles  and  Pasadena.  As  mentioned  in 
Chapter  l\'.  an  option  was  taken  by  the  City  on  certain  lands  to  be  used 
as  a  right  of  way  for  a  municipal  railroad  between  the  two  cities,  and 
during-  the  war  the  City  took  the  necessary  steps  toward  putting  before  the 
people  the  qtiestion  of  a  municipal  bond  issue  to  cover  the  expense  of  such 
an  undertaking.  It  is  our  understanding  that  the  Cajiital  Issues  Committee 
•  indicated  that  it  would  not  approve  such  an  expenditure  during  the  war, 
and  that  consequently  the  matter  was  dropped. 

\\  hile  the  City's  plans  were  not  entirely  definite,  it  was  contemplated, 
according  to  our  information,  to  run  this  rapid  transit  line  from  a  point 
near  the  corner  of  Fair  Oaks  Avenue  and  Colorado  Street,  in  Pasadena, 
south  and  jiarallel  to  Fair  Oaks  Avenue,  and  then  turn  to  the  west,  follow- 
ing the  Arroyo  Seco  to  its  junction  with  the  Los  Angeles  River.  I'l-om  this 
point  the  line  entered  a  long  tunnel  to  its  proposed  terminus  at  First  and 
Hill  Streets.  This  line  w^as  to  have  no  grade  crossings  and  was  to  be 
built  for  very  high   speed — to  make  the   trip   in   twelve   minutes. 


Elimination  of  Other  Crossings  at  Grade  221 

No  iiiiurmation  is  available  as  to  the  details  of  cost,  construction  and 
operation.  We  do  not  know  whether  the  City  contemplated  building  the 
line  and  then  leasing  it  to  the  Pacilic  Electric  for  operation  or  whether 
the  enterprise  was  to  be  a  municipal  one  throughout.  We  do  not  believe 
that  there  is  sufficient  business  now,  nor  will  there  be  for  a  considerable 
time  to  come,  to  justify  a  private  corporation  in  constructing  and  operating 
another  electric   line  to   Pasadena  in  competition  with  the   Pacific   Electric. 

With  a  strictly  municipal  enterprise,  however,  the  factors  of  first  cost 
^nd  return  on  investment  are  not  of  the  same  magnitude  that  they  are 
in  private  undertakings,  and  it  is  quite  possible  that  Pasadena  would  gain 
indirectly  much  more  than  it  would  lose  through  the  unjirolitable  uperation 
of  a  municipal  railway. 

We  also  realize  that  other  matters,  such  as  franchises,  status  of  railway 
outside  of  municipal  limits,  jurisdiction  over  construction,  operation  and 
rates,  etc.,  must  be  given  weight  in  a  consideration  of  such  a  project.  W'itli 
these   matters,   we  are  not  here  concerned. 

The  relation  of  the  project  to  the  grade  crossing  problem  is,  however, 
of  importance.  If  a  municipal  rapid  transit  line  is  built  and  it  is  possible 
to  use  in  whole  or  in  part  existing  rights  of  way  already  assigned  to  trans-' 
portation  purposes,  a  strong  efifort  should  be  made  to  avoid  duplication  of 
facilities  and  to  avoid  new  crossings  at  grade  or  otherwise. 

If  further  steps  are  taken  by  the  interested  municipalities  towards  a 
consummation  of  the  project,  we  suggest  that  the  Santa  Ee,  the  Salt  Lake 
and  the  Pacific  Electric,  the  City  of  Pasadena  and  other  municipalities  be 
brought  together  on  the  common  ground  of  the  elimination  of  grade 
crossings.  A  solution  of  the  problem  can  be  had,  we  think,  and  at  less 
total  expense  than  would  be  incurred  if  the  City  and  the  railroads  acted 
independently. 

The  Commission  should,  we  believe,  order  the  elimination  of  the  exist- 
ing grade  crossings,  but  if  a  new  rapid  transit  line  enters  into  the  problem, 
the  new  line  construction  and  the  elimination  should  be  comliined  into  one 
plan  in  the  interests  of  the  cities  and  of  the  railroads. 

The  new  Santa  Fe  line  need  not  be  built  in  its  entirety  at  once;  it 
is  possible  to  divide  construction  into  two  steps.  The  first  step  would  com- 
mence at  the  Los  Angeles  River  and  would  extend  about  Syi  miles  to  near 
South  Pasadena.  This  first  step  would  eliminate  all  the  street  crossings 
(34  in  number),  all  the  electric  railway  crossings  (2  in  number)  and  all 
the  steam  road  crossings  (2  in  number).  Included  in  these  is  the  objection- 
able crossing  at   Pasadena  Avenue  and  Avenue  Sixty-one  in   Los  Angeles. 

In  1916,  an  estimate  was  made  of  the  cost  of  this  step  and  was  found 
to  be  $2,083,000.  At  the  present  time,  however,  we  believe  this  estimate 
would  have  to  be  increased  to  $3,000,000. 

The  Salt  Lake  and  the  rapid  transit  line,  as  noted  above,  may  be 
combined  with  this  first  step  on  the  Santa  Ee.  and  it  is  recommended  that 


222  Los  Angkles   Tkkminal   I.wkstic.atidn 

this  lirst  step  l)c  commenced  as  soon  as  possible.  The  Salt  Lake  slmulil 
use  the  new  roadbed  and  abandon  its  own  line.  Should  the  City  of  Pasadena 
elect  to  go  ahead  with  its  rapid  transit  plans,  this  line  also  should  be  located 
on  the  same  roadbed. 

CROSSING  OF  PACIFIC  ELECTRIC  AND  HUNTINGTON  DRIVE  IN 

ROSE  HILL  DISTRICT 

In  Cases  974,  980,  9Sl  and  983,  the  cities  of  Pasadena,  Alhambra,  San 
Gabriel  and  South  Pasadena,  respectively,  complained  of  the  grade  crossing 
of  Huntington  Drive  and  the  Pacific  Electric  Railway,  just  south  of  Tour- 
maline Street,  in  Los  Angeles.  The  cities  of  San  Dimas,  Pomona,  Ontario, 
\-A  .Monte  and  Sierra  Madre,  by  letter,  concurred  in  these  complaints. 

Subsequent  to  the  filing,  in   August,   1916,  of  the   formal  complaints  of 
these  four  cities,  an  agreement  was  reached  between  the  City  of  Los  Angeles 
and  the   Pacific   Electric   Railway,   whereby,   through   the  construction   of  a 
new  road,  nearly  all  of  the  present  trafific  over  this  crossing  would  be  di- 
verted, and  it  was  proposed  that  this  crossing  be  excluded  from  the  general 
investigation,  as  will  be  noted  from  the  following  quotation  (trans,  p.  132)  : 
■'Mr.     Karr:     .     .     .     with     reference    to    the     Rose     Hill     situation    and 
the  Mission  Road  situation,  I  think  they  should  be  excluded  from  considera- 
tion   in    connection    with    the    other   cases,    because    I    think   a    conclusion    in 
that   matter, — it   will   probably   be   necessary   to    reach   a   conclusion    in    that 
matter  far  in  advance  of  the  others.     We  have  entered  into  a  contract  with 
the  city  whereby  a  new  highway  is   to  be  constructed   along  the   west   side 
of  the  railroad  between  the  Mission  Road  and  the  Rose  Hill  crossing  which 
will    make    it    unnecessary    for    99    per    cent    of    the    travel    that    passes    that 
vicinity  to  take  an  unsafe  place  except  by  choice." 

"Commissioner  Thelen:  I  think  that  could  be  very  well  handled, 
even  if  this  disposition  that  I  have  suggested  were  made.  In  other  words, 
when  we  have  sufficient  evidence  bearing  on  that  particular  situation,  we 
could  then  make  what  we  might  term  an  interlocutory  order  disposing 
of  it." 

"Mr.  Karr:    That  is  satisfactory  then?" 
Subsequently,  on  August  7,  1917,  the  contract  referred  to  by  Mr.  Karr 
was  filed  with  the  Commission.     This  is  City  of  Los  Angeles  Exhibit  No.  2 
in  Case  970,  et  seq.     Since  in  this  agreement  no  grade  crossings  are  either 
to  be  opened  or  closed,  the  Commission  is  not  legally  concerned. 

In  view  of  these  facts,  we  have  not  made  any  studies  with  reference  to 
this  crossing.  V\'e  wish  to  note,  however,  that  up  to  this  time  the  pro- 
posed new  road  has  not  been  built  and  that  no  relief  has  been  alYorded. 

We  recommend  that  the  Pacific  Electric  Railway  and  the  City  of  Los 
Angeles  be  urged  to  carry  out  at  once  the  agreement  reached  between  them 
so  that  conditions  at  this  dangerous  crossing  may  be  improved. 

CROSSING  OF  MISSION  ROAD  AND  ALHAMBRA  AVENUE 

1  he  elimination  of  this  grade  crossing  was  made  a  part  of  the  Storrow 
plan  for  a  union  passenger  terminal  and  its  approaches.  Mr.  Storrow  pro- 
posed  to    remove   the   Southern    Pacific    tracks    in    Alhambra    Avenue    from 


'.i.iMixAiiuN  UF  tJniKU  Ckossincs  at  Grade 


22i 


Alameda  Street  lu  and  just  beyond  the  Mission  Road  and  to  rcliuild  them 
just  south  of  Mission  Road  at  an  elevation  considerably  lower  than  the 
present  tracks.  This  elevation  would  be  low  enouf,'li  to  enable  a  separation 
of  grades  to  take  place  on  all  the  streets  crossed,  including  Mission  Road. 
As  discussed  elsewhere,  we  believe  this  proposition  is  too  expensive  an 
undertakmg  at  the  i)rescnt  time  in  comparison  with  the  results  obtained. 
The  expense  to  the  Southern  Pacific,  [jarticnlarly  east  of  Mission  Road,  to 
obtain  a  satisfactory  rate  of  grade  is  pmhibitive. 


FIG. 


INTERSECTIOIV   OP   MISSIOK    ROAD     \V    A  l.ll  \  >l  UK  A    HOlU 


Sdutliern  Pacitir  traek.s  on  Alhanibra  Avenut*  crossing  Mission  Road  at  tliis  point 
ju.st  before  the  latter  Inanehes  into  Valley  Boulevard,  leading  to  Pomona  and  San 
Bernardino,   and   Huntington    I>rive,    leading   to  Pasadena. 


At  present,  the  crossing  of  Mission  Road  and  Alhamljra  Avenue  is 
III  it  exceptionally  dangerous.  This  is  due,  princiiiallv,  to  the  fact 
that  there  are  maiiv  paved  streets  intersecting  at  nr  near  this  |)oint, 
as  shown  in  the  photograjjh  above.  A  driver  of  a  vehicle,  therefore,  can 
swerve  into  one  of  these  streets  instead  of  trying  to  stop  if  he  should  be 
in  danger  of  being  struck  by  a  train.  .\lso,  the  view  of  the  tracks  fmni 
Mission  Road  is  very  good.  We  do  not  recommend  that  any  improvement 
of  these  crossings  be  undertaken  at  present.  Some  time  in  the  future,  how- 
ever, the  traf^c  on  Mission  Road  will  jjrobably  be  heavy  enough  to  re- 
quire the  separation  of  grades,  and  such  se])aration  can  be  accomplished  by 
several  means.  The  matter  should  be  left  for  future  study.  Whatever 
method  of  separaticm  is  adopted  must  take  intci  account  the  sitnatiun  with 
reference  to  streets  further  west.  The  matter  is  further  discussed  in  Clia])ter 
XII  in  connection  with  the  union  passenger  terminal  i)roblem. 


LdS   Ancki.ks   Tekminai.    Invkstigation 


CROSSING  OF  BUTTE  STREET  AND  SANTA  FE  AVENUE 
Uur  plans  for  rerouting  the  Southern  Pacific  through  freight.  Southern 
Pacific  switching  and  Southern  Pacitic-Pacitic  Electric,  Salt  Lake-Pacitic 
Electric  and  Santa  Fe-Pacilic  Electric  interchange  increases  very  materially 
the  traftic  on  Butte  Street  and  crosses  Santa  Fe  Avenue.  Santa  Fe  Avenue 
is  now  a  very  busy  street  and,  in  view  of  the  growth  of  the  City  of  \"ernon 
as  an  industrial  center,  w-e  expect  a  rapid  increase  of  vehicular  traffic 
along  Santa  Fe  Avenue.  We  have,  therefore,  come  to  the  conclusion  that 
this  increase  of  railroad  trafiic  on  Butte  Street  and  of  vehicular  traffic  on 
Santa  Fe  Avenue  requires  the  separation  of  railroad  and  street  grades  at 
this  point. 


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APR  1919         N0,ll-6 


I'aiifuruia  itailn  ad  roninib^i'iii  Engilu-ering  Di-pl. 
FIG.  72.  Pl,.\>'  .\ND  ELEV.\TIOX  FOU   S-VNT.V  FE  .WENIE  SIBW.W  AT  HI  TTI':   STREET 

The  elimination  of  this  grade  crossing  is  re^iuired  because  of  the  importance  of  Santa 
Ke  Avenue  as  a  thoroughfare  and  because  of  the  plan  to  divert  the  freight  trafBc  from 
Alameda  Street   to  the  river  tracks  via  Butte  Street. 

The  land  is  generallv  level  in  the  immediate  vicinit)'  of  this  crossing, 
with  a  gentle  slope  to  the  south.  Santa  Fe  Avenue  is  at  present  very  little 
above  the  bed  of  the  Los  Angeles  River  at  Btitte  Street,  as  the  river  bed 
at  this  [joint  is  somewhat  higher  than  it  was  a  few  years  ago.  It  is,  there- 
fore, desirable  to  depress  Santa  Fe  Avenue  as  little  as  possible. 

It  is  proposed  to  depress  Santa  Fe  Avenue  about  5.0  feet.  The  ap- 
proach inclines  will  extend  from  \\"ashington  Street  to  about  120  feet 
north  of  Leonard  Street.  The  present  storm  drainage  is  on  the  surface 
of  this  street,  and   this   depression  will   not   interfere   with   this   scheme   for 


E(.iMiNATioN  OF  CROSSINGS  Betwkkn  Los  Axgeles  .WD  Pasadena      225 

disposal  of  flood  waters,  as  the  street  surface  water  can  be  carried  around 
the  subways.  The  local  rainfall  can  easily  be  drained.  The  present  Salt 
Lake  track  descends  from  Redondo  Junction  to  Santa  Fe  Avenue  on  a  grade 
of  0.37  per  cent,  and  would  be  raised  12  feet  higher  than  the  present  grade 
at  Santa  Fe  Avenue.  With  this  arrangement,  the  grade  will  become  +0.66 
per  cent,  and  between  Santa  Fe  Avenue  and  .\lameda  Street,  — 0.49  per  cent. 
These  grades  are  satisfactory  for  the  service  which  would  be  operated  over 
this  line.  The  only  service  which  would  be  materially  affected  by  grades 
along  this  street  are  the  through  Southern  Pacific  freight  trains  to  and 
from  Los  Angeles  Harbor  and  the  .\nahtim  Branch.  It  is  estimated  that 
this  improvement  would  cost  $37,860, 

CROSSINGS     INTRODUCED     BY     ENGINEERING     DEPARTMENT 
PLAN  FOR  UNION  PASSENGER  STATION  AT  THE  PLAZA 

There  are  no  crossings  at  grade  in  our  plan  for  a  union  passenger 
station  at  the  Plaza,  with  the  exception  of  North  Spring  Street,  which  has 
been  replaced  by  North  Broadway  as  a  main  thoroughfare, 

Macy  Street  and  Station  Yard 

As  noted  elsewhere,  it  is  proposed  that  no  highway  bridge  be  provided 
at  Aliso  Street  and  the  Los  Angeles  River,  and  that  Macy  Street  be  the 
entrance  for  the  Mission  Road  traffic  into  Los  Angeles,  At  Macy  and  Lyon 
Streets,  this  traffic  w'ill  divide:  Broadway  and  Hollywood  traffic  will  con- 
tinue along  Macy  and  the  other  traffic  will  turn  into  Lyon  Street.  It 
will  be  necessary  to  construct  a  viaduct  to  carry  Macy  Street  across  the 
proposed  station  yard  to  the  intersection  of  Broadway  and  Sunset  Boulevard. 
At  present  Macy  Street  ends  at  North  Main  Street.  The  plan  provides  for 
continuing  the  viaduct  over  North  Main.  North  Spring  and  Xew  High 
Streets,  and  down  to  grade  at  North  Broadway. 

The  plan  also  provides  for  rerouting  the  Brooklyn  .\venue  line  through 
a  street  railway  tunnel  in   Broadway,  as  discussed  in  detail  in  Chapter  IV. 

The  construction  of  this  viaduct  will  enable  this  traffic  to  reach  the 
business  portion  of  the  city  un  a  direct  route  entirely  free  from  grade 
crossings  of  either  steam  or  interurban  railroads  and  would  provide  a  direct 
route  between  Sunset  Boulevard  and  Mission  Road,  between  which  streets 
there  is  already  a  rather  heavy  vehicular  traffic.  This  viaduct  is  estimated 
to  cost  $730,901,  exclusive  of  lands. 


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228  Los  AxGiiLES  Tkrminal  Investigation 

The  approaches  are  of  the  same  general  type  as  proposed  for  the  bridges 
across   the    river.     The   viaduct   across   the    station    tracks    can    be    built    of 
concrete  without  materially  affecting  cost  of  the  approaches. 
North  Main  Street  and  Redondo  Street 

The  use  of  the  present  Southern  Pacitic  freight  yard  as  a  coach  yard 
is  proposed,  the  connection  between  the  coach  yard  and  the  station  yard 
being  made  just  east  of  the  east  line  of  Redondo  Street,  at  Main  Street. 
The  constant  switching  of  passenger  equipment  between  these  two  yards 
will  make  it  necessary  to  eliminate  the  grade  crossing  at  this  point.  We 
iiave.  therefore,  made  plans  and  estimates  for  a  viaduct  to  carry  Main  Street 
over  the  tracks. 

In  this  plan  the  tracks  are  depressed  approximately  7  feet  below  their 
present  elevation  and  the  street  is  raised  about  18  feet.  The  tracks  are 
removed  from  Redondo  Street  and  placed  just  south  of  the  street,  in  order 
to  keep  the  foot  of  the  northerly  approach  as  far  south  as  possible,  to  the 
end  that  property  damages  may  be  kept  at  a  minimum.  The  rate  of  grade 
on  the  viaduct  has  1)een  limited  to  4  per  cent,  as  is  the  case  with  all  street 
viaducts  considered  in  this  report.  The  construction  of  this  viaduct  and 
of  a  viaduct  carrying  Main  Street  across  the  tracks  at  the  Los  Angeles  River 
will  ])rovide  a  direct  route  on  a  wide  street,  with  no  grade  crossings  of 
either  steam  or  electric  interurban  roads.  This  viaduct,  it  is  estimated,  will 
cost  approximately  $359,536.  It  should  be  built  at  the  same  time  as  the 
union  station. 

Crossing  at  Mission  Road  and  Elliott  Street 

Pacific  Electric  freight  cars  from  points  east  of  the  Los  Angeles  River 
are  now  delivered  to  the  Southern  Pacific  at  Macy  Street  transfer  (Aliso 
and  Lyon  Streets),  are  hauled  by  the  latter  road  along  Alameda  Street  and 
are  delivered  to  the  Pacific  Electric  at  either  Eighth  and  .\lameda  Streets 
or  Clement  Junction  (Twenty-second  and  Alameda  Streets).  Both  direc- 
tions considered,  about  35,000  cars  per  year  are  so  moved.  Other  cars  are 
transferred  directly  to  the  Salt  Lake  at  Anderson  transfer  (Elliott  Street 
and  Mission  Road).  These  amount  to  about  1,200  per  year.  Still  other 
cars  are  transferred  to  the  Santa  Fe  at  Aliso  Street  on  the  west  bank  of  the 
river,  about   1,500  per  year  in   number. 

If  these  cars  are  rerouted,  as  is  necessary  if  the  recommended  subway 
is  constructed  in  Main  Street,  using  the  Salt  Lake  tracks  between  Elliott 
Street  and  the  Pacific  Electric  tracks  at  Santa  Fe  x\venue  and  Butte  Street, 
there  would  be  about  40.000  cars  crossing  Mission  Road  at  Elliott  Street 
each  year.  This  would  be  undesirable  as  a  permanent  arrangement  and 
should  not  be  permitted. 

If  an  elevated  road  were  built  from  the  Pacific  Electric  station  to 
Brooklyn  Avenue  and  to  Fourteenth  Street,  it  w^ould  be  possible  to  run 
freight  cars  on  this  elevated  route  by  a  curve  or  by  switching  back  to  the 
junction  near  Sixth  and  Alameda  Streets.     This  plan  has  the  advantage  that 


230  Los  AxcELiis  Tkkminal   Invi:sth;ation 

the  cars  would  remain  on  Pacific  Electric  rails  all  the  way.  On  the  other 
hand,  the  grades  and  curves  would  be  such  that  freight  could  be  moved 
only  at  certain  times,  probably  at  night,  because  of  interference  with 
passenger  trains.  For  the  present,  switching  back  at  the  junct'un  would 
probably  be  satisfactory. 

Ultimately,  however,  these  freight  movements  would  become  too  great 
a  handicap  on  the  increased  passenger  business  and  would  become  a  nuisance 
on  the  lines  at  grade  south  of  the  elevated  tracks.  Under  these  circum- 
stances we  have,  as  above  stated,  proposed  rerouting  over  the  Salt  Lake 
tracks.  To  avoid  the  freight  movement  across  the  Mission  Road  at  Elliott 
Street  we  have  proposed  a  new  route,  leaving  the  east  bank  of  river 
tracks  just  north  of  Macy  Street,  turning  to  the  northwest  and  paralleling 
Mission  Road,  then  crossing  under  this  important  street  near  the  present 
oil  tank  in  the  Southern  Pacific  shop  yards.  Connection  with  the  Pacific 
Electric  Echandia  yards  on  the  east  side  of  Mission  Road  would  then  be 
made. 

The  cost,  including  transfer  tracks  and  based  on  rather  incomplete  data, 
is  estimated  at  $141,392. 

.As  noted  in  the  early  chapters  of  this  report,  the  question  of  the 
elimination  of  grade  crossings  of  the  Pacific  Electric  Railway  system 
transcends  in  importance  that  of  the  steam  lines.  The  system  is  so  far 
reaching  in  extent  that  to  provide  for  complete  elimination  would  require 
capital  for  beyond  the  financing  capacity  of  the  company.  At  least  a  be- 
ginning should  be  made,  however,  in  order  to  reduce  the  numlier  of  ac- 
cidents, without  sacrificing  speed  of  operation. 

The  damages  from  a  single  accident  may  wipe  out  the  profits  of  a 
line  for  a  considerable  period  of  time. 

The  logical  place  to  make  a  beginning  in  the  elimination  of  crossings 
at  grade  is  at  the  business  center  and  from  that  point  outward,  and  improve- 
ments in  rapid  transit  proposed  in  Chapter  I\'  will  not  only  reduce  con- 
gestion by  through  routing,  but  they  will  tend  to  remove  these  high  speed 
lines  from  the  streets.  The  step  of  first  importance  is  the  sulnvay  in  Main 
Street,  which  has  been  recommended  for  imm?diate  construction. 


PART  III-UNION  PASSENGER  TERMINAL 


Chapter         X— Desirability  and  Requirements  of  a  I'nion  Passen- 
ger Terminal. 

Chapter       XI-The  Site  for  a  Uni(,n  Passenger  Terminal. 

Chapter     X 11— Plans  Presented  for  Union  Terminal. 

Chapter  XIII— Plan  for  Union  Passenger  Terminal  at  Santa  Fe 
Site. 

Chapter    XIV— Plan  for  Union  Terminal  at  the  Plaza. 


CHAPTER  X 
OUTLINE 
Present  Passenger  Stations 
Southern  Pacific  Stations 
Santa  Fe  Station 
Salt  Lake  Station 
Pacific  Electric  Stations 

Desirability  of  a  Union  Passenger  Terminal 

Steam  Railroad  Traffic  Studies 

Passenger  Traffic 

Passengers  Using  Street  Cars 
Growth  of  Passenger  Business 
Automobile  Stage  Passengers 
Passengers  Transferred  Between  Depots 
Electric  and  Steam  Road  Passengers 

Passenger  Trains 

Baggage,  Mail  and  Express 
Baggage 
Express 
Mail 

Requirements  for  Union  Passenger  Terminal 

General  Requirements  of  Site 

Physical  Requirements  of  Site 
Size  of  Site 
Mail  Facilities 
Baggage  Facilities 
Coach  Yard 
Engine  Terminal 

Time  Required  to  Reach  Different  Sites 

Distance  of  Site  From  Business  District 


CHAPTF.R  X. 

DESIRABILITY  AND  REQUIREMENTS  OF  A  UNION  PASSENGER 

TF.RMINAL 

PRESENT  PASSENGER  STATIONS 

At  present  there  arc  six  passenger  statmns  in  Los  Angeles: 


Steam    Roads. 
Southern    Pacific: 

1.  Arcade    Station. 

2.  River    Station. 
Santa    Fe: 

3.  La    Grande    Station. 

Salt   Lake: 

4.  Passenger  Slation. 

Electric   Interurban. 
Pacific   Electric: 

5.  Main    Street   Station. 

6.  Hill   Street   Station. 


Location 

East  Fifth  Street  and  Central  .Xvenue. 
Nortli  Spring  and  .\nn  Streets. 

Santa    I'e   .\venue  between    East    First 
and    Tliird   Streets. 

East     First    Street    and     Los    .Xngcles 
Kiver. 


East    Sixtli    and    South    Main    Streets. 
Sout!i    Hill  .Street  near   Fourtli   Street. 


Southern  Pacific  Stations 

The  Southern  Pacific  Arcade  Depot  lias  been  in  service  since  1914.  .\ii- 
thorization  for  its  construction  was  requested  of  the  Commission  in  Applica- 
tion No.  793  and  was  granted  in  Decision  No.  1019,  dated  November  23,  1913. 
By  this  decision  the  Commission  authorized  the  Southern  Pacific  Company  to 
tear  down  its  then  passenger  station  and  to  erect  the  present  depot  in  lieu 
thereof,  and  also  to  take  uj)  and  rearrange  trackage  as  much  as  necessary. 
The  station  which  preceded  the  Arcade  Depot  was  built  in  1SS4  at  a  location 
slightly  to  the  east  of  the  present  station,  (iround  for  the  new  depot  was 
broken  on  March  28.  1914.  The  ticket  office  and  the  baggage  room  were 
oi)ene(l  on  May  2,  191. \  and  the  structure  was  officially  completed  on  June 
12,  1915. 

Prior  to  the  filing  of  the  above  application  by  the  .Southern  Pacific  Com- 
pany, -Mr.  W.  H.  Daum  entered  a  complaint  with  the  Commission,  alleging, 
in  substance,  that  the  Southern  Pacific  was  operating  its  steam  line  railroad 
into  the  city  over  Alameda  Street  and  in  so  doing  was  crossing  at  grade  sev- 
eral important  streets  between  Main  Street  and  Ninth  Street;  tliai  tiie  opera- 
tion of  trains  along  Alameda  Street  was  a  serious  inconvenience  and  danger 
to  the  public  using  the  cross  streets;  and  that  the  building  of  the  depot  would 
result  in  the  prevention  or  delay  of  grade  separation  at  these  crossings. 

The  complaint  of  Mr.  Daum  was  heard  first,  and  immediately  afterward 
a  hearing  was  set  in  the  ap])lication  of  the  Southern  Pacific  Company  for  ap- 
proval of  its  plans  for  the  new  dejxit.  It  was  agreed  by  all  parties  that  any 
relevant  evidence  introduced  at  either  hearing  nnght  be  considered  as  apply- 
ing to  both  hearings. 


Desirahii.ity  of  Union  Passenger  Tkk.mina:.  235 

At  these  two  hearings  Mr.  Daum  a])])eared  and  made  ol)jection  to  the 
approval  of  the  depot  plans  insofar  as  such  approval  would  interfere  with  or 
delay  the  separation  of  grades  at  the  crossings  complained  of.  The  City  of 
Los  Angeles  appeared  and  consented  to  the  approval  of  the  plans  for  the 
depot,  provided  that  such  approval  would  not  delay  or  prevent  the  separa- 
tion of  grades  at  dangerous  and  olijectionable  crossings.  The  engineer  and 
the  architect  fur  the  Southern  T'acific  Company  testified  that  with  an  expen- 
diture of  $10,000  the  new  dcpcit  could  be  adapted  to  separation  of  grades  if 
the  tracks  of  the  Southern  Pacific  were  elevated  or  depressed. 

The  following  stipulatimi  was  filed  (Case  467,  trans,  p.  229): 

"Agreement:  For  the  purpose  of  settling  the  controversy  whicli  has 
arisen  in  connection  with  the  erection  of  a  new  passenger  station  on  the 
site  of  the  old  Arcade  Depot  in  the  City  of  Los  Angeles,  California,  the 
Southern  Pacific  Company  and  the  Southern  Pacific  Railway  Company,  by 
their  duly  authorized  officials,  hereby  stipulate  and  agree  with  the  City  of 
Los  Angeles  that,  in  consideration  of  the  withdrawal  of  all  objections  to 
the  erection  of  said  passenger  station,  in  accordance  with  tlie  plans  and 
specifications  heretofore  submitted,  modified  and  agreed  upon,  and  the  pas- 
sage by  the  city  council  of  the  City  of  Los  Angeles  of  the  necessary  ordi- 
nances to  permit  the  erection  of  said  depot,  they  will  not  urge  any  objection 
to  the  consideration  of  or  the  abatement  of  grade  crossings  on  Alameda 
Street,  by  the  depression  or  elevation  of  the  railroad  tracks  belonging  to 
the  aforesaid  company,  by  reason  of  the  erection  of  said  passenger  station 
in  accordance  with  the  plans  and  specifications  hereinabove  mentioned,  or 
any  modifications,  or  either  of  llicni,  incident  tliereto.  Dated  at  Los  An- 
geles,  California.  " 

Taking  cognizance  of  the  facts  that  at  that  time  Los  Angeles  was  urgent- 
ly demanding  this  new  depfH.  that  considerable  time  wimld  be  required  to 
build  it  and  that,  as  was  agreed  from  the  evidence  and  the  stipulations  above 
mentioned,  the  erection  of  the  depot  would  in  nowise  dela}'  or  ])revent  the 
separation  of  dangerous  and  object.ionable  grade  crossings  in  the  C'ity  of  Los 
Angeles,  it  was  recommended  that  the  ajjplication  be  granted.  The  Cnmniis- 
sion  thereupon  authorized  the  construction  of  the  new  depot  in  accordance 
with  plans  and  specifications  filed,  ])rovidcd  that  this  decision  "simuld  never 
be  used  as  a  defense  against  the  separation  of  grade  cr<.)ssings  in  the  State 
of  California." 

The  principal  physical  data  regarding  the  [iresent  Arcade  !)ci)ot  will  be 
found  in  the  Appendix.  Tlie  central  or  concourse  part  of  the  building  is  class 
"A"  reinforced  concrete  constructi<in,  while  the  wings  at  both  ends  are  class 
"C"  frame  construction  with  brick  walls. 

The  present  station  is  well  designed  and  is  adequate  and  suitable  for  its 
purpose.  Since  it  is  built  as  close  to  Central  Avenue  as  possible,  there  is 
only  a  short  walk  not  under  cover  to  the  Los  Angeles  Railway  cars,  which 
stop  alongside  the  curb.  The  Pacific  Electric  cars,  however,  stoj)  across  Cen- 
tral Avenue  on  Ceres  Street.  Passengers  traxelling  by  automdbilc  are  pro- 
tected from  the  weather  by  a  marquis. 


236 


Los  Angeles  Tkrmixai.   I.westigation 


FIG. 


CKRES   AXD   CENTRAL   AVEMES    FROM    SOITIIERX    PACIFIC    STATIO.X 


The  Pacific  Electric  Railway  has  access  to  this  station  via  Ceres  Avenue,  at  the  right 
where  two  cars  are  standing.  The  automobiles  backed  up  against  the  curb  are  for  rent 
and  take  the  place,  in  Los  Angeles,  of  organized  taxicab  fleets  usually  found  in  other 
cities.     A  Los  Angeles  Railway  car  is  along  the  curb  at  the  left. 


PIG. 


PASSENGER  SUBWAY — SOUTHERN   PACIFIC   STATION 


This  subway  extends  transversely  under  all  station  tracks.  At  eacli  station  platform 
there  are  two  inclines,  one  on  each  side,  leading  up  from  this  subway  to  the  station  pl.-it- 
forms.  which  are  on  the  same  level  as  the  tracks.  This  subway  system  is  one  of  the 
best  features  of  the  Southern  Pacific  layout,  as  passengers  never  cross  the  tracks  at 
grade.  Incoming  and  outgoing  passengeis  are  separated  by  the  iron  fence.  Artificial 
lights  is  necessary  during  the  day. 


Desirap.ii.itv  of  Uxiox  Passenger  Terminal 


237 


The  waiting  rduin,  which  occupies  the  central  portion  of  the  building,  is 
of  good  size  and  is  well  arranged  with  respect  to  the  other  jjarts  of  the  build- 
ing. Rest  rooms  and  toilets  are  of  ample  size  and  are  coiuenient  with  the 
exception  of  the  men's  toilets,  which  are  in  the  basement.  The  baggage  room 
and  the  parcel  room  are  off  the  line  of  travel,  as  is  also  the  restaurant.  In- 
coming and  outgoing  ])assengers  are  se])arated,  the  former  jjassing  through 
the  building  without  interference. 

This  subway  system,  by  means  of  which  passengers  reach  the  trains 
without  crossing  the  tracks,  is  of  special  interest.  On  leaving  the  waiting 
room,  passengers  pass  through  gates,  where  tickets  are  inspected.  They  then 
descend  a  rami)  to  the  main  transverse  subway,  which  extends  across  and 
under  the  station  tracks.    This  subway  is  approximately  36  feet  in  width. 

This  system  of  routing  the  pa<<enger<  t^  and  from  the  tracks  is  the  best 


lit    I  M I    IC  \      I' 


ll'IC    STATION 


I'Ki.   7!i.     I'l,  viKou^i"-    VM>    -iin:    »i  iiv>  v\>    vr 

TI,P«p  siihwavs  lead  from  taeli  pUUIoini,  bctweLn  tiaL-ks,  .l..wn  t..  a  larger  subway 
whici,  ties  tranYve'-.L  to  the  station  tracks.  They  are  7  feet  wide  in  the  clear  and  have 
a  grade  of  15  per  cent. 


238 


Los  Angeles  Tiirmikai.   Ixvesticatiox 


])lan  I'cir  a  station  located  at  the  side  of  the  tracks,  for  there  is  less  climl)iiig 
than  in  any  other  scheme  where  the  passengers  are  restrained  from  crossing 
the  station  tracks. 

The  track  le\el  is  reached  by  side  subways  from  each  platform,  requir- 
ing a  climb  of  ten  feet.  Ramps  are  used  here  also,  there  being  no  stairways 
for  the  use  of  passengers.  Platforms  are  of  asphalt,  with  concrete  curbs. 
They  are  slightly  above  the  le\-el  of  the  top  of  the  rails  and  are  connected  at 
several  points  for  trucking  i^if  baggage,  mail  and  express. 


FIG.    SO.       SOI   THKlt.V     PACIFIC     STATIOiN     VAKU     FliO.M     FOURTH     .STHEKT 

This  view,   talten  from   the  north   end   o(  the  yard,  shows  the  concrete   umbretla  sheds, 
station  platforms  and   trains.     Tlie   depot   building   is   on  the   riglit. 


The  platforms  are  covered  by  concrete  "butterfly"  sheds  720  feet  long, 
the  platforms  being  somewhat  longer.  Since  the  side  subways  branch  both 
ways  from  the  main  subway,  it  is  possible  to  open  the  subway  nearest  to  the 
rear  end  of  the  train  where  the  ])assengers  ride.  In  this  way,  the  north  side 
subways  are  used  for  incoming  trains  from  the  north  and  the  south  side  suli- 
ways  are  opened  for  trains  leaving  for  the  north.  By  the  use  of  difterent 
tracks,  it  is  possible  to  keep  the  incoming  and  outgoing  streams  of  passen- 
gers separate. 

This  also  ])rovides  a  means  of  sejjarating  the  passengers  from  the  hand- 
ling and  trucking  of  the  baggage,  mail  ami  express,  the  interference  of  which 
is  to  be  avoided,  both  for  safctv  and  conxenience. 


Dksiuahii.itv  (IF  L'.VKix  Passenger  'I'eumixai. 


239 


FIG.   81.      EXIT    SIHWAY    AT    SOITHEK.V    PAflKIC    ST.4TI<>i\ 

Passengers  leave  the  subway  level  beneath  the  station  tracks  and  rise  to  the  level 
of  the  main  Hoor  on  this  incline.  The  iron  fence  at  the  left  separates  incoming  from 
outgoing  passengers,  passage  for  the  latter  being  at  the  left  of  the  fence. 

Baggage  is  handled  in  the  north  wing:  a  second-floor  baggage  room  has 
been  provided  but  is  not  at  present  used.  The  third  floor  of  this  wing  is 
used  for  division  offices.  The  restaurant  is  located  in  the  south  wing  and  has 
a  higli  ceiling,  extending  up  to  what,  in   the  north   wing,  is  the  third  floor. 


FIG.  S2.      SOIITHEKN    l-AflFIC   STATION    V.\RU — SOITH    ElMU 

This  is  another  view  of  the  concrete  umbrella  shells  and  station  tracks.  By  some, 
these  are  termed  -biitternv"  sheds,  "umbrella"  being  applied  to  those  where  the  roof 
.slopes  down  from  the  middle.  Tracks  slope  down  toward  the  reader  from  the  end  of 
the  sheds. 


240  Los  Angeles  Terminal   Investigation 

Above  the  restaurant  is  oftice  space,  vacant  at  present,  which  lias  l)ecn  jiro- 
vided  for  the  Salt  Lake  when,  as  contemplated  in  the  Southern  Paciiic-Salt 
Lake  Plan,  this  road  shall  use  the  station. 

The  main  Los  Angeles  express  station  is  located  at  Fourth  Street  and 
Central  /\venue.  The  facilities  at  this  station  are  even  now  considered  in- 
adequate and  will  ha\e  to  he  atlded  to.  There  is  no  mail  building,  a  small 
corner  of  the  baggage  room  being  assigned  to  this  use.  This  room  merely 
houses  mail  to  be  transferred  from  one  train  to  another;  no  sorting"  wdiatever 
is  done  at  the  station.  The  largest  part  of  the  mail  is  hauled  to  the  main 
postoftice  near  the  Plaza,  although  some  is  taken  direct  to  Station  "C"  on 
Los  Angeles  Street,  near  Fifth  Street. 

The  Southern  Pacific  Company  has  furnished  us  the  following  data  with 
reference  to  the  cost  of  present  depot  and  ajipurtenances,  excluding  land. 

AUDITOR'S  RECORD  OF  COST  OF  ARCADE  STATION  AND 

FACILITIES 

Station   building  and   furnisliings $345,026.24 

Umlirella    sheds    30,1 12.66 

Subway     54,939.65 

Sewer,  lights  and  water 42,837.74 

Trackage     117,138.84 

Paving    28,779.97 

Steam    plant     15,325.76 

Incidentals,  including  telephones,  etc 12,267.54 

Total— K.xcluding    Coach   Yard   Structures $646,428.40 

In  this  statement  we  are  ad\ised  that  interest  charges  are  inchnled  in 
the  various  items.  No  further  detail  is  a\-ailable,  excejit  that  the  furnishings 
cost  about  $18,000,  included  in  the  first  figure  above. 


l)i:sin  \i'.n.Ti>-  111-  ['\i(i\   r  \ssi-:\(;i:r  Ti-ioi  i\  \i. 


_')1 


FIG.   S3.      SOITHEUX    l'A«-|Fir    RIVBK    STATION 

This  structure  was  purchased  and  put  into  use  as  a  passenger  station  about  1881. 
At  tliis  time  it  is  largely  devoteil  to  freight  yard  offices,  although  a  waiting  room  is 
maintained  and  some  of  the  local  trains  make  this  stop.  It  is  located  at  the  corner  of 
Solello  and  Nortli   Spring  Streets. 


The  present  River  Station  nf  the  Southern  Pacific  Company  was  at  one- 
time this  road's  princi])al  station  in  Los  Angeles.  It  is  now  used  chiefly 
as  a  freight  yard  headquarters,  altluiugh  a  small  waiting  room  is  maintained 
and  some  of  the  local  trains  stop  at  this  jjoint. 


DEsiRAr.ir.irv  of  L'nion  Passenger  Termixai. 


243 


Santa  Fe  Station 

The  Santa  Fe  La  (irande  Deput  on  Santa  Fe  Avennc  at  Second  Street 
is  a  brick  building  (Class  "C").  Iniill  in  1893  but  enlarged  at  various  times 
since.  It  will  be  noted  from  the  statement  of  its  principal  characteristics 
in  the  Appendix  that  this  depot  jjrovides  scant  facilities  for  the  u>e  of  jias- 
sengers.  The  cost  of  the  building  is  unknown,  but  an  estimate  of  the  cost 
of  reproduction  under  normal  conditions  is  $45,000  for  the  building,  exclusive 
of  furniture,  and  $5,000  for  the  various  surroundings  such  as  (ornamental 
fence,  paving,  parking,  furnitiu-e,  etc..  a  total  of  $50,000.  We  consider  this 
structure  inadequate  for  joresent  needs. 


SANTA    KK    STA'IIIIX — lilOVU    VIKW 


DlCSIKAP.II.llV   DF    L'.MON    PASSF.NflKR   TlvK.M  I NAI. 


245 


Salt  Lake  Station 

The  Salt  Lake  passenger  station  was  built  in  1891  and  was  added  to  sub- 
sequently. Its  cost  in  unknown,  but  it  is  estimated  that  under  normal  con- 
ditions it  could  he  built  for  $10,000.  This  dejjot  is  a  frame  building,  given 
over,  principally,  to  division  offices,  and  furnishes  very  poor  facilities  to  pas- 
sengers. The  physical  characteristics  of  this  depot  will  be  described  in  the 
Appendix. 

The  SaltLake  Railroad  also  maintains  at  Seventh  Street  and  the  Los 
Angeles  River  a  shelter  station  at  which  local  trains  stop.  This  may  be  seen 
in  a  photograph  nf  ihe  Seventh  Street  bridge  on  page 


KIG.   S7.      P.\riFIf    ELECTRIC   BUILDING — RE.A.R    VIEW 

This  eight-stor>-  structure,  located  at  Sixth  and  RFain  Streets  is  tlie  Pacific  Electric's 
principal  station.  The  \'iew  also  shows  platforms  and  iinihrella  sheds  east  of  Los  .-Vngeles 
Stveet,  the  tracks  at  this  point  being  elevated  some  16  feet  above  the  level  of  the  street. 
This  improvement  was  made  in   1916. 


Pacific  Electric  Stations 

The  main  depot  of  the  Pacific  Electric  Railway  is  located  at  Si.xth  and 
Main  Streets  in  an  eight  story  building  fronting  on  Si.xth  Street  and  extend- 
ing from  Main  to  Los  Angeles  Streets.  This  building,  kiiciwu  as  the  Pacific 
Electric  Building,  is  given  o\er  to  offices  and  stores  e.xccpt  for  the  base- 
ment, which  is  used  as  a  garage,  and  a  large  part  of  the  first  floor,  which  is 
used  as  a  wailing  room.  l{xten<ling  east  of  this  building,  the  tracks  are 
located  upon  an  elevated  structure  built  of  steel  and  concrete,  wiiicli  pro- 
vides for  six  tracks  at  the  station,  and  a  two-track  extension  to  San  Pedro 
Street,  which  it  mieets  at  grade.  The  Iniildmg  was  completed  in  1906,  but 
the  elevated  tracks  were  not  built  until   1916. 


246 


Los  Angeles  Terminal   Investigation 


FIG.   88.      PACIFIC   ELECTRIC    ^  AHU    AT    IIAIN    STREET    STATION 

Tlie  elevated  structure  in  the  rear  tloey  not  provide  sufficient  track  room  to  eliminate 
all  train  movements  from  the  streets.  Se\*eral  of  the  lines  terminate  in  this  >'ar<l,  whicli 
is  also  used  to  store  the  extra  eijuipment  used  during-  the  rush  hours.  The  waiting  room 
is  in  the  Pacific  Electric  Building  (the  high  building  at  the  lettl  at  the  same  elevation 
as  the  elevated  tracks. 


FIG.  Sit.      1"A«  ll'IC    KI.K(    TltK 


11,1, 


I'ltKK'l' 


For  man.v  years  the  cars  have  turned  from  Hill  Street  into  this  .vard.  luHnovrnieat 
in  this  situation  was  planned  about  1904,  when  a  high  speed  line  was  pro.iected  from  this 
station  toward  the  west,  running  in  a  tunnel  under  the  hill  in  the  background  and  bevond. 
Appro.ximately  $2,000,000  has  been  spent   out   of  a  total  estimated  cost  of  $lii,OiiO,o(IO 


DEsiRAnii.iTv  OK  L'nion  I'assenger  Ti:kmin.\i.  247 

The  Hill  Street  Station  of  the  Pacific  Electric  Railway  is  located  at 
practically  the  same  elevation  as  Hill  Street,  upon  which  it  fronts.  There 
are  no  large  buildings  in  this  neighborhood,  and  construction  is  of  as 
economical  a  character  as  will  pass  the  fire  ordinance. 

DESIRABLILITY  OF  A  UNION  PASSENGER  TERMINAL 

A  railroad  pa.ssenger  terminal  is  essentially  a  city  matter;  it  is  the  main 
entrance  to,  and  the  main  exit  from,  every  important  city.  City  |)ri(le  and 
what  might  be  called  the  advertising  aspect  of  a  fitting  city  entrance  are, 
therefore,  essential  factors  in  tiie  consideration  of  any  important  passenger 
terminal. 

In  not  a  single  instance  of  monumiental  passenger  terminal  construction 
m  recent  years  can  it  he  said  that  the  cost  of  the  station,  considered  from  the 
railroad  operating  view  point  alone,  is  justifiable  as  a  sustaining  investment. 
This  fact  in  itself  shows  that  the  cost  of  such  terminals  is  not  necessarily  de- 
termining and  that  other  considerations  do.  as  a  rule,  govern. 

It  is  not  to  be  concluded,  of  course,  that  cost  should  be  discredited.  After 
it  is  agreed  that  a  fitting  entrance  gate  is  necessary  and  desirable  ,the  plan  to 
be  adopted,  out  of  several  possible  ones,  should  be  the  most  economical  one — 
other  things  being  equal.  The  best  interests  of  a  growing  and  prosperous  ciiy 
demand  a  fitting  entrance  gate,  and  niggardliness  in  location  .design  and  con- 
struction is  poor  economy  and  a  detriment  and  handicaj)  to  the  city. 

This  \  ery  fact,  however,  carries  with  it  the  implication  that  not  only  the 
railroad  hut  even  more  so  the  city  should  deal  with  the  question  of  construct- 
ing a  union  passenger  terminal  in  a  liberal  and  broad-minded  manner.  The 
city  can  well  afford  to  grant  the  railroad  every  reasonable  franchise  and  privi- 
lege for  such  purposes.  It  is  bound  to  be  a  paying  investment  in  every  sense 
of  the  word  to  the  city  if  the  city  bears  in  one  form  or  another  its  fair  share 
of  the  cost  and  the  carrying  charges  of  such  an  improvement.  Whether  the 
contribution  of  the  city  be  in  the  form  of  money  or  land  or  the  vacation  or 
crossings  of  streets  or  a  combination  of  several  or  all  of  these,  must  be  deter- 
mined by  the  special  circumstances  in  each  case. 

We  believe  that  in  the  City  of  Los  Angeles,  more  than  in  almost  any 
other  city,  a  fine  union  passenger  terminal  is  not  only  very  desirable  but 
almost  essential.  Los  Angeles  is  primarily  a  city  of  tourists  and  of  visitors. 
It  is  the  center  of  what  is  already,  and  bids  fair  to  become  more  so  as  the 
years  go  by.  one  of  the  most  desirable  playgrounds  of  the  United  .'states.  .Any 
reasonable  expenditure  that  Los  Angeles  ma\-  incur  to  make  itself  more  at- 
tractive, more  beautiful  and  more  desirable,  is  bound  to  redound  to  the  bene- 
fit of  the  City.  And  a  union  passenger  terminal  station  in  keejiing  with  the 
present  Citv  is  perhajis  the  first  requirement  in  this  respect. 

The  principal  arguments  in  favor  of  the  establishment  of  a  union  passen- 
ger terminal  in  the  City  of  Los  Angeles  we  believe,  are  these: 

1.  The  present  location  of  the  three  steam  railroads  with  respect  to  one 
another  is  such  that  they  could  easily  be  brought  into  one  depot:  that  is  to 


248  Los  Angeles  Tek.mixai.  Investiuatiox 

say.  at  one  or  more  points,  the  roads  are  close  enough  together  that  to  con- 
nect them  would  require  only  the  construction  of  short  connecting  tracks. 
This  is  in  contradistinction  lo  the  situation  in  many  other  cities,  where  the 
roads  enter  from  different  points  of  the  compass  and  where  the  main  lines 
cannot  be  tied  together  without  the  construction  of  connecting  tracks,  either 
of  a  considerable  length  or  through  expensive  property  or  by  surmounting 
topographical  difficulties. 

2.  The  Salt  Lake  road  is  under  the  necessity  of  making  extensive  im- 
provements; its  present  passenger  facilities  are  admittedly  inadequate,  and 
some  relief  must  be  obtained.  The  entrance  of  this  road  tn  a  union  depot  is 
desirable  from  e\ery  view  point. 

3.  The  Santa  Fe,  also,  must  make  extensive  improvements  and  would 
probably  gain  by  the  abandonment  of  its  passenger  station  in  favor  of  a  bet- 
ter located  union  station.  While  this  road  is  not  so  inadecpiately  pr(_)vi(led  for 
as  the  Salt  Lake,  it  uses,  at  present,  facilities  designed  some  lifteen  years  ago 
and  not  in  keei)ing  with  good  railrojul  practice  in  a  city  of  the  size  and  import- 
ance of  Los  Angeles. 

4.  We  believe  that  it  is  established  that  the  City  of  Los  Angeles  in  the 
great  majority  of  its  population  and  as  indicated  by  its  official  representa- 
tives, is  desirous  of  having  the  three  steam  railroads  locate  their  passenger 
facilities  at  one  point.  We  belie\e  this  to  be  a  weighty  argument  in  fa\or  of 
the  desirability  of  a  union  passenger  statiini.  The  wishes  of  the  city  must 
have  considerable  weight  in  the  matter.  Los  Angeles,  with  all  its  problems 
before  it.  is  now  planning  for  the  future  along  expected  and  measurable  lines 
of  growth  and  development,  ^^'e  believe  that  in  sucli  planning  there  is  no 
single  factor  of  such  iinportance  as  that  of  transportation,  and  the  union  pas- 
senger station  is  one  of  the  major  items  in  the  transportation  chapter  of  the 
city  plan. 

.^.  The  desirability  of  a  union  passenger  terminal  may  also  be  measured 
by  the  increased  convenience  to  passengers  who  must,  of  necessity,  transfer 
from  one  depot  to  another.  In  Los  Angeles,  due  largely  lo  the  fact  that  the 
city  is  a  train  terminal  in  contradistinction  to  a  city  where  many  trains  run 
through  with  no,  or  little,  change  in  their  makeup,  the  number  of  passengers 
who  transfer  from  one  road  to  another  amounts  to  approximately  ten  per 
cent  of  the  total  nuniyber  of  passengers  entering  and  lca\-ing  the  city.  This  is 
about  275.000  per  annum — an  average  of  7.^0  per  day.  Passengers"  baggage, 
together  with  express  matter  and  mail  carried  on  passenger  trains,  must  be 
segregated  at  one  place  for  the  different  roads,  requiring  another  handling 
and  haul. 

Ch  Certain  operating  expenses  of  the  steam  railroads  concerned  wdl  be 
reduced  by  the  establishment  of  common  passenger  facilities.  The  interest 
charges  on  the  cost  of  new  construction,  while  not  ;i  part  of  oj)er;iting  ex- 
penses, must,  of  course,  be  considered  also  in  order  to  obtain  a  true  compari- 
son in  costs  of  operating  three  separate  depots  and  one  single  station.  U'e 
have  already  said  that  such  a  combination  of  figures  will  not  result  in  show- 


DrSIRAFULITY  of  I'.VHIN   Passkngkr  Tkrminai.  249 

ing  a  profitable  investment  and  that  the  offset  to  that  condition  can  be  found 
in  more  or  less  indirect  l)enefits. 

7.  The  establishment  of  a  union  station  will  very  greatly  simplify  the 
highly  important  matter  of  grade  separation  now  and  in  the  future.  This 
simplification  will  result  in  a  very  large  gain  of  money.  While  the  Southern 
Pacific  interests  ha\e  maintained  that  there  is  no  necessity  for  a  union  sta- 
tion in  Los  Angeles,  it  is  at  once  apparent  that  the  retention  of  the  present 
Southern  I'acific  and  Santa  Fe  stations  will  necessitate  far  greater  expendi- 
ture for  the  elimination  of  grade  crossings  than  if  a  union  station  is  estab- 
lished at  a  point  wliere  the  elimination  is  reduced  to  a  minimum.  Further- 
more, there  will  be  a  saving  in  the  elimination  of  duplication  of  transit  lines 
to  the  several  stations  and  in  the  elimination  of  dujjlicate  post  offices,  express 
and  baggage  facilities  and  also  restaurants  and  ticket  oflices. 

8.  Where  there  is  free  scope  in  the  choice  of  the  best  possible  location, 
irresi>ecti\e  of  local  or  personal  interest,  there  is  opportunity  to  locate  the 
station  efficiently  with  reference  to  local  rapid  transit  lines,  the  main  streets 
and  the  business  center,  and  economically  close  to  the  coach  yard  and 
mechanical  facilities.  This  opportunity  has  been  taken  full  ad\antagc  of  in 
this  report. 

9.  Los  Angeles  is  recognized  as  a  tourist  city,  and  it  is  eminently  fitting 
that  there  should  be  a  union  station  in  keeping  with  the  imjiortance  and 
peculiar  character  of  the  City  of  Los  Angeles.  This  is  not  only  a  matter  of 
local  pride,  but  is  a  cjuestion  of  definite  advertising  value  because  of  the  im- 
pressions given  tra\ellers  entering  and  leaving  the  city.  The  importance  of 
this  feature  is  well  illustrated  by  an  article  on  French  Finance  by  Stoddard 
Dewey  in  the  Atlantic  Monthly   (1908),  in  which  it  is  stated  that 

" a  reasonable  estlfiiate  for  the  year  1907  of  gold  imported  into 

France  by  travelers  to  be  spent  for  hotels,  transportation,  amusements  and 
purchases  is  $600,000,000.  (*)ne-fifth  of  this  sum  may  safely  be  set  down 
as  the  share  of  the  .Americans." 

In  the  "Plan  of  Chicago."  published  l)y  the  Chicago  Commercial  Club, 
the  work  of  Mr.  D.  H.  Burnham.  it  is  stated  that  the  work  in  civic  improve- 
ment accomplished  by  Haussmann  for  Paris  cost  $265,000,000.  .A  recently 
completed  union  station  at  Kansas  City  cost  $40,000,000,  of  which  $11,000,000 
was  spent  on  the  station  itself.  The  C.rand  Central  Terminal  in  New  York 
probably  cost  approximately  S200.000.000.  and  the  Pennsylvania  Terminal  on 
Manhattan  cost  approximately  SI  1.^.000.000.  .\lthough  civic  imitrovements 
on  a  large  scale  have  generally  been  applied  to  cai)ital  cities,  it  may  be  said 
that  the  need  for  scientific  arrangement,  particularly  of  railroad  facilities,  has 
been  keenly  felt  in  nearly  all  the  larger  cities.  The  solution  of  the  transporta- 
tion problem  in  the  city  must  necessarily  precede  other  develoi)ments  in  the 
city  plan. 

The  valid  arguments  against  a  union  depot  are  few.  In  Los  Angeles 
there  are  only  two  that  appear  to  us  of  merit. 

1.  Local  and  private  interests  may  be  adversely  affected  by  a  change 
from  present  conditions  to  a  union  terminal.      There  are  bound  to  be  objec- 


250  Los  Angeles  Terminal   Investigation 

tions  to  any  change  where  property  and  business  values  may  be  disturbed, 
and  sucli  objections  are  entirely  legitimate:  A  change  is  justifiable  unly  if 
benefits  to  the  many  outweigh  the  disadvantages  to  the  few.  In  Lcis  An- 
geles, the  disturbance  in  values  of  property  other  than  railroad  property  will 
be  practically  negligible,  and  there  is  not  the  slightest  doubt  that  the  benefits 
will  be  far  greater  than  the  losses.  As  to  railroad  property :  any  terminal 
scheme  should,  in  its  financial  aspect,  be  so  worked  out  that  no  carrier  is  the 
loser.  The  existing  peculiar  ad\antages  of  each  road  should  be  recognized 
and  allow-ed  for  in  the  adjustment  of  debits  and  credits,  of  capital  and  oper- 
ation.    In  Los  Angeles,  we  believe,  this  can  be  accomplished. 

2.  The  cost  of  establishing  such  a  facility  {&•  the  main  objection.  This 
subject  has  already  been  touched  upon.  We  may  repeat  that  if  the  test  were 
the  profitableness — direct — of  the  investment,  no  union  terminal  and  no  other 
large  passenger  station  should  be  built.  But  cost  cannot  alone  be  controlling, 
and  the  matter  resolves  itself  into  a  question  of  policy  rather  than  of  engin- 
eering. It  remains  true,  however,  that  a  final  recommendation  can  be  made 
only  if  the  cost  is  estimated.  If  the  required  expenditure  is  excessive,  the 
arguments  for  the  terminal  must  be  overruled.  The  cost  depends  upon  the 
location  and  upon  the  plan.     This  matter  will  be  considered  further. 

Leaving  aside,  for  the  moment,  the  item  of  cost,  but  taking  all  other 
aspects  into  consideration,  it  is  our  c<  inclusion  that  the  argument  may  be 
reduced  to  the  statement  that  in  Los  Angeles,  public  necessity  and  conveni- 
ence require  the  establishment  of  a  union  passenger  station. 

STEAM  ROAD  TRAFFIC  STUDIES 

The  passenger  train  traffic  has  an  important  bearing  on  the  establish- 
ment of  a  union  passenger  terminal.  The  term  "traftic"  as  here  used,  includes 
passenger  trains  and  baggage  and  the  express  and  mail  handled  on  passenger 
trains. 

Passenger  Traffic 

Taking  up  the  subject  of  passenger  traffic,  we  iia\e  had  two  questions  in 
mind:  the  number  of  passengers  handled  periodically  by  the  steam  railroads, 
and  the  relation  wdiich  this  number  bears  to  the  number  of  passengers 
handled  by  tlie  electric  interurban  road — the  Pacific  Electric  Railway. 

In  order  to  determine  the  number  of  passengers  handled  each  year  by 
the  steam  carriers,  several  lines  of  investigation  were  followed: 

First,  the  ticket  sales  on  the  three  roads  were  ascertained.  This  data 
gave  the  number  of  tickets  sold  by  the  three  roads  at  their  uptown  and  depot 
offices  for  each  month  of  the  year,  segregated  between  local  and  interline 
tickets.  The  revenue  deri\ed  therefrom  was  ascertained  also.  Table  \'I  in 
the  Appendix  gives  this  information  in  tabular  form.  This  table  shows  that 
at  least  696,882  passengers  purchased  tickets  in  Los  Angeles  and  that  the 
revenue  was  approximately  $6.CXX),000.  The  table  has  several  shortcomings, 
how-ever : 


Desikaiui.itv  of  I'mox  I'assengkk  Tkuminai. 


251 


1.  The    figures   do   not   include    tickets    sold    for   a    trip    originatinK   at    Los 

Angeles  if  the  ticket  is  sold  by  some  road  other  than  the  three  whose 
rails  enter  the  city. 

2.  The  ligures  do  not  include  the  return  portion  of  round  trip  tickets  to  Los 

Angeles.  These  must  be  many — probably  in  the  neighborhood  of  a 
million — for  Los  .\ngeles  is  famous  as  a  wintering  spot,  and  prac- 
tically all  this  travel  is  on  round  trip  tickets. 

3.  The   figures  do   imt   iiicliulc  passengers   entering  the  city   and   making  use 

of  a  stopover  before  departing. 

4.  The  figures  do  not  include  passen.gers  who  do  not  pay  fare. 

5.  Tlic   figures  do  not.  of  course,  include  passengers  entering  Los  Angeles. 

These  are  in  excess  of  those  leaving  the  city. 

We  next  inquired  of  the  carriers  the  number  of  passengers  carried  into 
and  nut  of  Los  Angeles.  Tliis  brought  no  definite  information;  tlie  substance 
iif  the  replies  was  to  the  efiect  that  im  records  were  a\ailal)le  since  this  data 
was  not  kept  in  the  ordinary  course  of  o])eration.  This  was  the  reply  of  the 
Sotithern  Pacific,  which  subm'itted.  however,  some  monthly  figures  that  were 
not  in  such  f<irm  that  they  cnuld  be  used.  Tlie  Santa  Fe  advised  that  its 
l)assenger  de])artment  estimated  from  .SO.OOO  to  100.000  passengers  per  montli 
who  passed  through  its  Los  .Angeles  statinn,  or  9f)0.00()  to  1,200.000  passen- 
gers per  annum.     Tlie  Salt   Lake  fuinislied  no  estimate. 

Since  this  data  was  unsatisfactnr}-.  tlie  carriers  were  retjuested  t<i  make 
two  counts  for  eight  days.  1'his  was  done,  and  the  results  appear  in  Tables 
IV.  and  \'.  in  the  A])pendix. 

One  of  these  counts  was  made  in  .\pril.  1918,  and  the  other  in  September 
of  the  same  year.  To  have  these  counts  represent  yearly  figures  and  take 
into  consideration  the  number  of  Sundays  and  holidays  in  the  year,  eight 
days  with  but  one  Sunday  were  selected.  The  number  of  passengers  per 
annum  as  derived  from  these  figures  direct,  are  presented  as  follows: 

STEAM  RAILROAD  PASSENGERS  AT  LOS  ANGELES 

April,  1918 
Passengers  Arriving  and    Leaving 
Totals  Totals 
8-day         Aver-  Max-  per  Percent- 
Road                                          Count          age  imum  Year  ages 

Southern     Pacific     3(l,08(,         3,7oI  4.()'),S  1.372,7o5  52.4% 

Santa   Fe    21,432        2,679  3,268  977.835  37.3% 

Salt    Lake    ?  896           737  859  269,005  10.3% 

Total     57.414         7.177        8.056        2.619.605       100.07c 

L(.a^.in„  ',n..i(l4         3.813        4.213         1,391.745         53.1% 

Arriving;     ". 20,9111         3,364         4,005         1,227.860         46.9% 

DifTerence    3..."4  449  208  163.885  6.2% 


THE  JOHN  RANOO'.J'K  H'WNES  AND 

DORA  H;.Y.-:3  rOLiNDATION 

LIBRA.'^y 

LOS  ANGELES,    -  -    CALIFORNIA 


252  Los  AxGELES  Tekminai.    lN\i:sTir,.\i  ion 

September,   1918 

Southern    Pacifiic    30,212         3,776         -4.()'M         l..vS.4_'2  50.8% 

Santa   Fc    15,794         1.975         2.258  720,875  25.7% 

Salt    Lake    15.398         1.925         2.072  702.625  25.0% 

Total     61.529         7,692        8,234        2,807,580       100.0% 

Leaving    32,033         4.005         4.249         1.461.825         52.1% 

Arriving     29.496         3,687         4.1()3         1,345,755         47.9% 

Difference    2.537  318  86  116.070  4.2% 

Average — April  and    September    Combined 

Southern   Pacific    30.212         3.776  4.094         1,378,422         50.8% 

Santa   Fe    18.613         Z.iZl  2,763           849.355         31.5% 

Salt   Lake    10.647         1.331  1,466           485,815         17.7%. 

Total     59,472         7,434         8,145        2,713,592       100.0% 

Leaving     31,268        3.909        4_231         1.426,785         52.6%. 

Arriving     28,203         3,526        4.084         1.286.807         47.47c. 

Difference    3,065  383  147  139,978  5.27f 

Inasmuch  as  these  figures  comjiare  directly  with  those  given  l)y  W  itness 
Titcomb  (trans,  p.  927)  a  conijiarison  follows: 

COMPARISON   OF   ESTIMATES   OF   NUMBER   OF   STEAM    ROAD 

PASSENGERS 

Passengers  per  Annum 
Estimate  by  Difference  in 

Ti:comb      Engr.  Dept.    Number    Per  Cent 

Southern    Pacific     1,575.000         1.373,000        202,000         15% 

Santa    Fe    1,080,000  977,000         103,000         11% 

Salt   Lake    341,000  269,000  72,000        27% 

Total     2,996,000        2,619,000         377,000         14% 

\\  hatever  imjjression  the  abo\-e  comjiarison  may  make,  we  wish  to  state 
that  the  exact  number  cannot  be  ascertained  without  a  count  through  the 
year.  The  use  of  any  of  the  above  figures  would  lead  to  no  serious  error, 
however,  though  it  should  be  noted  that  in  September  "shipyard  trains"  of 
the  Salt  Lake  were  heavily  patronized  and  account  for  the  large  number  of 
passengers  handled  by  this  road  in  that  count.  The  relative  percentage  for 
the  Salt  Lake  in  .\pril — 10.3  per  cent — is  more  nearly  indicative  of  the  nor- 
mal travel  on  this  road  than  the  percentage  for  September — 24  per  cent — 
which  resulted  from  shipyard  passengers.  We  may  average  Mr.  Titcomb's 
and  our  own  figures  and  say  that  in  1918  the  number  of  steam  railroad  pas- 
sengers coming  into  and  leaving  Los  Angeles  was  approximately  2.750.000. 


nKSIR.\l!IM•|■^•  (i|-   r\I(l\    I'asskncer  Tf.r.min'ai. 


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COMBINED 

DISTRIBUTION  THRUTHEQAY  OF  THE  NUMBER   OF  STEAM  ROAD  PASSENGERS 

LOS  ANGELES.  CAL 
.^c         AVERAGE   OF    EIGHT  DAYS  SEPT  23«T0  30'- 1918 

TIUlKS    O    CmCLC    AT   BeTYOW 


CASE     970 


I'alifordia  Kailrcad  t'onuni>^i<in  Kii&i 
FIG.    »». 


11,1.1. 


I'HK   >i  >iiii;u   OK 


UISTRIBITIOX    THR«M  <;ll      THl-;     l>  \\     i 
STEAM    HOAI)    I'.\«»SK.\<;KRS 

The  usual    iiii. ruing  and   evening  peaks  are  ^\i<ient.     Tin-  tiatTu'  on   tlie  Salt   Lake  local 
trains  is   regarded  as  abnormal,   due  ti>  war  conditions. 

The  counts  during  the  peiinds  taken  shows  a  niaximuni  of  slightly  over 
8,000  passengers  daily.  There  are  days,  such  as  special  holidays,  however, 
when  this  figure  is  exceeded.  We  have  no  data  bearing  on  this  subjct,  but 
may  estimate  that  this  figure  is  doubled  to  16.000  on  such  days. 

Passengers  Using  Street  Cars 

Some  study  was  made  of  the  number  of  steam  road  passengers  making 
use  of  street  cars  as  a  means  of  transportation  to  and  from  the  depots.  The 
result  of  this  study  were,  on  the  whole,  unsatisfactory,  but  we  will  give  them 
for  what  they  are  worth. 

A  count  made  of  passengers  leaving  tlie  trains  at  the  Southern  Pacific 
Depot  shows  that  55  per  cent  of  them  immediately  boarded  Los  Angeles 
Railway  cars;  8  per  cent  boarded  Pacific  Electric  cars,  and  17  per  cent  passed 
into  the  station.  This  accounts  for  58  per  cent  of  the  number  of  passengers 
leaving  the  train.     The  remaining  42  per  cent  either  walked,  rode  by  auto- 


254 


Los  Angeles  Ter^mtnai.  Ixvestigatton 


„^,,l,jle — private  or  taxicab — or  took  one  of  the  hotel  busses.  (  )n  the  same 
day.  61  per  eent  of  the  jjassengers  at  the  Santa  Fe  Depot  Imarded  Los  Angeles 
Railway  cars. 

(Jn  another  date.  33  per  cent  of  the  passengers  at  the  Southern  Pacific 
Station  boarded  the  Los  Angeles  Railway  cars;  11  per  cent  l^oarded  Pacific 
Electric  cars;  and  12  per  cent  passed  into  the  station — a  total  of  53  per  cent 
of  the  number  of  people  who  left  the  train.  On  the  same  day,  53  per  cent 
of  the  number  of  passengers  at  the  Santa  Fe  Station  l)oarded  Los  Angeles 
Railway  cars. 

Probably  a  much  higher  percentage  of  the  steam  road  passengers  (those 
who  remained  around  the  depot  for  a  time,  telephoning,  securing  baggage, 
dining  or  in  quest  of  information  of  some  kind)  eventually  boarded  the  cars. 
We  have  come  to  the  conclusion  that  from  60  to  70  per  cent  of  the  steam 
road  passengers  make  use  of  the  street  cars — an  average  of  about  6,000  peo- 
ple daily.  This  is  of  importance  in  planning  street  railway  facilities  to  and 
at  a  union  station. 

The  following  tabulation  compares  the  number  of  passengers  carried  on 
Friday,  June  7.  1918,  to  and  from  the  three  steam  road  depots  by  the  Los 
Angeles  Railway  only,  with  the  number  of  passengers  arriving  and  leaving 
on  trains  on  Friday,  .April  12,  1918.  It  will  be  noted  that  the  same  day  of 
the  week  was  taken,  although  we  did  not  get  the  information  from  both 
sources  on  the  same  date  or  even  the  same  month.  In  this  connection,  how- 
ever, it  may  be  said  that  steam  road  business  during  these  two  months  was 
apparently  not  very  different.  June  business  was  only  slightly  less  than  that 
of  April. 


STREET  CAR  AND   STEAM   RAILROAD   PASSENGERS 
Passengers  Passengers 
Carried   to  Arriving 
and  from  Sta-  and  Leaving  Ratio  of 
tion    by    Street  on  Trains  on  Railroad 
Cars  June  7,  1918,  April    12,  to    Street 
Friday  1918.    Friday  Differ-       Car   Pas- 
No.         Ratio  No.         Ratio  ence          sengers 

Southern    Pacific    5,753         M'/r  3,5J2         53';  2.22\         ol'/r 

Santa    Fe    2.868        30%  2.426         M/ .  442         86% 

Salt    Lake    930         \0V,  738         1 1  %  V)2        79% 

Combined     9,551       100%         6,696       100%r         2,855         70% 

On  Friday.  September  27,  1918,  a  count  of  passengers  showed  the  fol- 
lowing results  with  regard  to  the  number  of  ])assengers  to  and  from  Fifth 
Street  and  Central  Avenue,  the  location  of  the  Southern  Pacific  Station  : 


DRSiKAun.nv  of  r.\inN-  P.\ssf.N(;kk  'I'kkminai.  255 

STREET  CAR  AND  STEAM  ROAD  PASSENGERS— SOUTHERN 
PACIFIC  STATION  ONE  DAY  COUNT 

Passengers  by  Los  An,i,'eles  Railway 5.170 

Passengers  by  Pacific  Electric  Railway   1.313        6,483 

Passengers  by  Southern   Pacific   3.792 

Excess  by  electric  roads  over  steam  road 2,691 

Excess  by  electric  roads  over  steam  road    72% 

It  is  cj|)\i(ius  that  a  sjreat  many  more  people  go  to  and  from  the  statinn 
than  ride  on  the  trains.  These  consist  largely  of  persons  employed  in  the 
vicinity,  friends  going  to  the  station  with  travellers,  and  employees  of  the 
Soutliern  Pacific  Company  who  make  their  headquarters  at  the  Arcade  Sta- 
tion 

Similarly,  for  the  average  of  eight  days  ending  September  30,  1918,  we 
may  compare  the  passengers  in  the  same  way : 

STREET  CAR  AND  STEAM  RAILROAD  PASSENGERS— SOUTHERN 
PACIFIC  STATION  EIGHT  DAY  COUNT— SEGREGATED 
BY  DIRECTION 
Direction — Away  from   Los  Angeles 

To  the  station  by  electric  cars 

Los  .Angeles   Railway    2,535 

Pacific   Electric   Railway    646         3,181 

From  the  station  by  Southern  Pacific  1,880 

Difference     1,301   or  69% 

Direction — Into  Los  Angeles 

From  the  station  by  electric  cars 

Los   Angeles    Railway    1,980 

Pacific   Electric  Railway    614        2,594 

To  the  station  by  Southern   I'acilic   1,917 

Difference    : 682  or  367'; 

As  a  result  of  these  studies  we  conclude  that  the  street  cars  carry  to  and 
from  the  depots  a  great  many  more  people  than  actually  become  steam  road 
passengers — this  is  particularly  true  of  the  present  Arcade  Depot  of  the 
Southern  Pacific— and  that  about  (jO  per  cent  of  the  steam  road  i)assengers 
use  tlie  street  cars  in  going  to  or  from  the  station. 

Growth  of  Passenger  Business 

As  an  indication  of  the  growth  in  the  nuinber  of  passengers,  the  fol- 
lowing data  on   Southern   Pacific  passengers  is  offered: 


256 


Los    AXGKI.KS     TlsKMINAI.     IWKSTir.ATIOX 


SOUTHERN    PACIFIC   PASSENGERS   IN   OCTOBER   FOR   THREE    .... 

YEARS 

Approximate  number  of  passengers 
Time  to  and  from   Los  Angeles 

To  From  Total 

October,   1913    49.503  53.344  102,847 

1914   37,365  40,669  78,034 

1915    42.096  40.767  82,863 

Average    42.988  44,927  87,915 

Actual  number  of  passengers 
April,  1918  (1>ased  on  8-day  count) 52,890  59,940  112,830 

This  study  does  not  indicate  any  growth  in  the  number  of  passengers 
carried  in  the  three  years  for  wliich  the  figures  are  gi\en,  but  apparently 
shows  growth  to  1918.  This,  we  believe,  is  more  seeming  than  real,  for  the 
data  for  the  three  years  was  submitted  as  approximate  and  was  known  not 
to  include  all  passengers  (passengers  on  through  transportation  and  pas- 
sengers traveling  on  transportation  other  than  pay  tickets  were  not  counted). 
Moreover,  the  traffic  in  Ajiril  is  particularly  hea\y  on  account  of  returning 
tourists. 

The  only  conclusions  we  have  drawn  is  that  apparently  there  has  been 
little  growth,  if  any,  in  the  number  of  passengers  handled  by  the  Southern 
Pacific.     This  may  be  borne  out  by  the  general  statistics  covering  the  state : 

REVENUE  PASSENGERS  CARRIED  IN  THE  STATE  OF  CALIFOR- 
NIA BY  THE  SOUTHERN  PACIFIC,  THE  SALT   LAKE  AND 

THE  SANTA  FE,  1912  TO  1917 

Millions  of  Passengers 

Roads 

Southern  Salt 

Year  Ending                             Pacific           Santa  Fe              Lake  Total 

June  30,   1912 32.0                     3.0                     ...  35.0 

•■     1913 33.2                    3.2                    ...  36.4 

••     1914 33.6                    3.1                    0.7  37.4 

••     1915 34.0                    11                   0.6  n.i 

"     1916 35.6                    2.6                    0.6  38.8 

Dec.  31,   1916 33.4                    2.0                    0.5  35.9 

■     1917 36.1                    2.1                    0.4  38.6 

Figures  given  for  the  Scjuthern  Pacific  fur  the  calendar  year  1916  {i2),- 
444, .ilO)  include  21,131,983  passengers  carried  in  the  San  Francisco  transbay 
traffic.  'I'his  is  63  per  cent  of  the  total  number  of  passengers  reported.  With 
this  large  percentage,  it  sin  mid  he  borne  in  mind  that  the  fluctuations  in  this 
transbay  traiSc  have  a  large  efl:"ect  on  the  above  figures,  which  are  reported 
for  passengers  carried  within  the  State. 


DKSIR.MilUTY  OF   U.NIOX    PASSENGER  TkRMINAI.  257 

REGULAR  FARE  PASSENGERS   CARRIED  BY   PACIFIC   ELECTRIC 
RAILWAY  AND  LOS  ANGELES  RAILWAY,  1912  TO  1918 

Road 

Pacific  Los  Angeles 

Year  Ending                                           Electric  Railway  Total 

Juiu-  30.   1912 60.841.521  122,702.682  183.544.203 

"     1913 68.686,203  135.784..S07  204.470.710 

'•     1914 70.678.719  169.872.064  240.550.783 

•■     1915 64.719.754  125.939.865  190.659.619 

■•     1916 63.3S0,.501  121.574.028  184.924.529 

Dec.   31.   1916 61.861.184  117.336.924  179.198.108 

••     1917 65,028,315  123.074.300  188.102.615 

■     1918 67.915,099  130,358,704  198,273,803 

It  will  be  noted  that  the  year  ending  June  30,  1914,  shows  the  largest 
number  of  passengers  carried  by  both  mads.  The  decrease  which  followed, 
as  explained  later,  was  no  doubt  the  result  of  automobiles,  both  privately 
owned  and  those  jiublicly  operated.  The  latter  class  includes  jitneys  which 
were  particularly  effective  in  reducing  the  number  of  passengers  carried  on 
the  Los  Angeles  Railway  and  which  came  into  existence  about  the  end  of 
1914  and  reached  the  height  of  their  career  in  1916. 

It  was  stated  that  "in  other  communities,  records  show  for  local  tran- 
portation  and  interurban  transportation  the  demands  increase  as  the  square 
of  the  population."  The  statistics  above  indicate  that  for  the  five  years  1912 
to  1916  there  was  an  increase  of  6  per  cent  in  the  number  of  passengers 
carried  by  the  Southern  Pacific,  which  for  the  ratio  stated,  would  correspond 
to  an  increase  of  2.45  per  cent  in  the  population.  It  has  been  stated  on  com- 
petent authority  that  an  analysis  of  the  records  of  passenger  traffic  indicate 
that  for  the  entire  United  States  the  traffic  has  been  increasing  approximately 
as  the  cube  of  the  population  (neglecting  the  depression  of  1893  to  1895). 
With  the  local  situation,  however,  it  appears  that  neither  of  the  above  gene- 
ral statements,  one  with  regard  to  the  local  and  interurban  transportation 
and  the  other  with  regard  to  the  relation  of  population  to  passengers  in  the 
United  States,  are  applicable  to  the  local  steam  road  transportation  problem. 

Automobile  Stage  Passengers 

The  reason  for  the  apj)arent  departure  from  the  usual  rate  of  growth  in 
the  number  of  passengers  is  found,  we  believe,  in  the  lar.ge  number  of 
privately  owned  automobiles  within  the  Los  Angeles  district  and  in  the 
large  amount  of  passenger  traffic  carried  by  the  automobile  stage  lines. 
Figures  recently  furnished  indicate  that  there  are  regularly  employed  about 
140  automobiles  in  stage  service  in  and  out  of  Los  Angeles,  which  carried 
during  1918  from  1,500,000  to  2,000.000  passengers,  or  approximately  from 
60  to  80  per  cent  of  passengers  carried  by  steam  roads. 

Practically  all  of  these  stage  passengers  are  carried  across  several  grade 
crossings,  and  from  1.200.000  to  1,600.000  of  them  are  carried  across  Alameda 
Street  and  over  the  tracks  of  the  Salt  Lake  and  the  Santa  Fe  which  lie 
adjacent  to  the  Los  Angeles  River. 


258  Los  Angeles  Tkk.minai.    1  n\  f.si  kiai mx 

Passengers  Transferred  Beltaeen  Depots 

Passengers  transferred  fri)m  one  depot  to  another  (changed  by  us  from 
a  monthly  to  a  yearly  basis)  were  estimated  by  witness  Titcomb  as  follows: 

Southern   Pacific  to  Santa  Fc 13,584 

Southern    Pacific   to   Salt    Lake    2,208 

Salt  Lake  to  Southern  Pacific  1,080 

Salt  Lake  to  Santa  Fe   2,904 

Santa  Fe  to  Southern  Pacific    14,400 

Santa    Fe   to   Salt    Lake    7,200 

Total    41,376 

Based  on  an  eight-day  count,  the  number  of  passengers  transferred  on 
through  tickets  was  fotiiid  to  he: 

From  Southern   Pacific    45,000  per  Annum 

From  Santa   Fe    31,000     " 

From  Salt  Lake   2,000     " 

Total    78,000     " 

Another  tabulation  shows  the  relatiye  nuiuber  of  passengers  transferred 
as  compared  with  the  number  of  passengers  arriying : 

Passengers  Per  Annum 
Road  Arriving  Transferred     '  i  Transferred 

Southern    Pacific    097.880  44,895  0.4 

Santa    Fe    297,840  31.025  10.4 

Salt  Lake    350,035  1,825  0.5 

Total    1,345,755  77,745  5.8 

As  these  figures  were  taken  under  unusual  C(jnditions  (shipyard  travel 
on  the  Salt  Lake  vyas  unusually  high  and  genera!  trax'el  was  discouraged)  it 
was  thought  that  the  ])ercentage  transferred  vyas  abnormally  low  at  that  time 
(October,  1918). 

Furthermore,  since  these  figures  do  not  include  passengers  who  go  from 
one  depot  to  the  other  and  at  the  latter  purchase  a  through  ticket,  which  fig- 
ures we  could  not  obtain,  and  since  these  must  lie  considerable,  it  was  thought 
that  lurther  inquiry  would  result  in  no  additional  useful  information.  \\'e 
estimate  that  normally  aluiut  10  per  cent  of  all  passengers  transfer  from  one 
station  to  another. 

Electric  and  Steam  Road  Passengers 

As  it  a]jpeared  advisable  to  consider  the  relatiye  number  of  passengers 
tras  cling  over  the  steam  roads  and  the  electric  interurban  line  (Pacific  Elec- 
tric Railway),  we  ascertained  this  latter  information  for  the  year  1917.  W'e 
endeavored  to  estimate  the  number  of  passengers  entering  and  leaving  Los 
Angeles  and  to  exclude  the  passengers  who  paid  a  fare  of  five  cents,  but 
finiiul  th;it  the  underlying  data  was  not  susceptible  of  exact  analysis  except 
at  the  expense  of  more  l;il)or  than  was  thought  justified. 


Dksirahii.ttv  of  Union  Passkxwcr  Ticrminai, 


259 


T!ie  munhcr  was  estimated  hy  tlie  Pacific  I-:iectric  Railway  by  deducting- 
five  per  cent  from  the  total  numl)er  of  passengers  carried  but  is  modified  by 
using  a  ratio  based  on  exact  segregation  for  one  day  for  two  of  the  lines 
which  did  iiKist  (if  the  five  cent  l)usiness.  The  following  tabulation  gives  a 
comparison  of  the  steam  and  electric  railway  ])assengers  (hiring  1917,  with 
the  limitation  above  noted : 

STEAM  AND  ELECTRIC  RAILROAD  PASSENGERS 
LOS  ANGELES,   1917 

Number  of  Passengers  Ratios 

Pacific  Electric   Riiihvay    35.000.000  92.7% 

Steam  Rnads  2.750,000  1.1% 

DiftVreiice   32.250.000  85.4% 

Total    37.750.000  100% 

W  ith  these  figures  before  us.  the  conclusion  was  evident  that  the  electric 
interurban  passengers  should  have  as  much,  if  not  more,  consideration  than 
the  steam  road  passengers.  It  may  he  argued  that  the  electric  road  passen- 
gers are  practically  all  comnuUcrs  and  that  they  are  therefore  not  entitled  to 
as  much  consideration  as  the  man  who  pays  more  fnr  his  ticket.  Against 
this,  we  may  say  that  the  average  ticket  sold  in  Los  Angeles  appears  to  pro- 
duce to  the  selling  line  ahnut  $8..^0.  which  is  considerably  less  than  the  aver- 
age commuter  pays  per  half  year;  and  we  estimate  that  a  large  percentage  of 
the  Los  Angeles  passengers  on  steam  trains  ride  ni»t  oftener  than  twice 
a  year. 

Passenger  Trains 

The  number  of  passenger  trains  is  essential  in  studies  nf  plans  lor  a  union 
passenger  depot  and  is  also  important  in  traffic  studies  at  grade  crossings. 
W'ith  these  objects  in  view,  a  study  was  made  of  passenger  trains  on  the 
three  steam  roads  entering  Los  .\ngeles,  together  with  a  study  of  the  equip- 
ment used  and  the  length  of  trains. 

The  time  tables  effective  on  December  31,  1917,  and  June  2,  1918,  were 
used  as  a  basis  for  the  following  tabulations.  Further  detail  appears  in  Tables 
I\'  and  ^'I1  in  the  .Appendix. 

NUMBER  AND  DIRECTION  OF  SCHEDULED  PASSENGER  TRAINS 
LOS  ANGELES,  1917  AND   1918 

Directions  Southern  Pacific         Santa  Fe  Salt  Lake  Combined 

Outbound  1917*  1918*     1917*1918*  1917*1918*  1917*  1918* 

North  ..    18  (6XE)     15   (6.\'E)     7        4  4        2  29  (6XE)     21   (6NE) 

South    ..2  2  9        7  6        6  17  15 


Total 


20 


17 


U)       11 


11) 


4(1 


36 


260  I-os   Ani-.eles   Terminal    In\'I':si'I(;ation 

Inbound 

Nurth   ..    18  (6NE)     15   (5NE)     5         3  5         2  28  (6NE)     20  (6NE) 

South   ..2  2  11         8  7         6  20  16 

Total     ..20                   17                 16  11  12  8  48                   36 
Total 

Norlh   ..   36  (12XE)  30{12XE)12  7  9  4  57  (12\Ei  41    (12NE) 

Somli    ..4                     4                 20  15  13  12  47                   31 

Total    ..40  34  il      22  11       16  94  72 

*iyl7— December  31,  1917:   1918— June  2,  1918. 

In  the  aljove  table,  and,  in  fact,  in  all  discussiums  nf  ])asseng"er  trains, 
mixed  traii'..s,  Sunday  (ir  Saturday  1  nly,  weekly  or  other  trains  which  tlo  not 
run  six  or  seven  days  per  week  are  not  included.  North  or  sou'th  meatis  the 
direction  toward  which  the  train  starts  or  from  which  it  arrives,  in  the  im- 
mediate vicinity  of  depnt.  ¥nr  example,  a  Southern  racitic  train  to  either 
Burhank  tu^  T'omona  is  north,  while  one  to  Santa  Ana  is  south;  a  Santa  Fe 
train  to  San  Bernardino  \  ia  Pasadena  is  north,  though  one  via  Fullerton  is 
south;  a  Salt  Lake  train  to  Pasadena  is  north  and  one  to  Riverside  is  south. 
The  figures  (6NE)  indicate  that  of  the  eighteen  (or  fifteen,  according  to  the 
date)  trains  shown,  six  go  out  \ia  Alhanihra  A\enue  and  the  i>ther  twelve 
(or  nine)  go  out  via  Burbank. 

Further  study  has  been  made  into  the  history  of  the  nunrber  of  trains. 
For  this  purpose  it  has  proved  advisable  to  segregate  passenger  trains  into 
through  and  local  trains,  a  through  train  being  one  with  a  run  of  o\'er  100 
miles  and  a  local  train  being  one  with  less.  The  reason  for  this  developed 
after  a  preliminary  inquiry,  which  showed  that  1917  comparetl  with  1907  as 
follows  : 

In   1917  more  through  passenger  trains  existed  than  in   1907. 
In   1917  fewer  local  passenger  trains  existed  than  in  1907. 
In   1917  fewer  passenger  trains  existed  than  in   1907. 

.\fter  this  inquiry  a  detailed  study  was  made,  the  results  of  which  are 
shown  graphically  in  the  above  chart  Fig,  91,  The  followmg  may  be  ex- 
tracted from  this  chart,  "Local  Trains"  l)eing  taken  as  those  with  a  run 
of  less  than  100  miles  : 

GROWTH  AND  NUMBER  OF  PASSENGER  TRAINS 

Road  and  Number  of  Trains 
Southern         Santa  Salt 

Class  of  Train  Pacific  Fe  Lake         Combined 

Through  1917  34  22  6  iZ 

Through  1907   11  10  4  36 

Gain  12     55%         12     120%         2     507o         26  62% 

Local  3Z  16  19  67 

Local  6  10  16  32 

Loss    26    817c  6    38%  3     16%        35  52% 


Desirability  of  Uxiox  P.\.ssi;ni;i:r  Tkkmtnai  ZCA 

Through  and  Local  1907 5A  26  23  103 

Through  and  Local  1917 40  32  22  94 

Loss    14     26^*         *6  •18%  1       4%  9    9% 

*Gain. 

The  reasons  for  these  differences  are  apparent  when  it  is  recalled  that  the 
increase  in  population  would  require  an  increase  in  the  number  of  trains  and 
that  the  extension  of  lines  by  the  Pacific  Electric,  influenced  in  ^veat  jiart, 
no  doubt,  by  the  assunijitidu  of  cnntml  nf  this  ruad  by  the  .Snuthcrn  Pacilic, 
has  diverted  the  local  !)usiness  to  the  electric  road.  The  autonmbile  stage  and 
private  automobile,  in  turn,  have  taken  some  of  the  local  traffic  of  both  the 
steam  and  electric  interurban  roads. 

The  nimiber  of  passenger  trains  per  day  in  the  future  is  necessary  for  the 
determination  of  the  number  of  tracks  necessary,  not  only  of  station  tracks 
but  also  of  approach  tracks.  In  the  above  drawling,  the  period  1907  to  1918 
is  a  record  of  actual  growth  and  corresponds  with  the  period  in  Fig.  ''1  on 
page  2()2.  The  line  is  a])])arently  so  irregular  that  it  cannot  readily  be  used, 
except  roughly,  as  a  basis  for  mathematical  analysis  to  forecast  the  future 
from  the  past. 

For  the  through  trains  we  have,  therefore,  drawn  three  straight  lines  to 
a  point  twenty  years  hence.  The  upper  line  gives  what  may  be  called  the 
maximum  number  of  through  trains  in  1937,  the  middle  one  represents  our 
idea  of  ]jrobable  growth,  and  the  lowest  one  gi\es  the  least  that  can  be  ex- 
pected. 

This  method  of  ft)recast  gives,  then,  the  following  results: 

Maxinuini   number  of   through   trains  in   1937 — 185 

Probable  —140 

Minimum  "         "  "  "         "       "    —  83 

Looking  at  the  question  from  another  angle:  if  the  ]5o]nilation  of  Los 
Angeles  in  1917  was  600,000,  the  population  per  through  train  would  be  9.700: 
in  1907,  if  the  population  was  200,000  and  the  number  of  through  trains  was 
36,  the  population  per  through  train  would  be  6.100.  In  Chicago  in  1913  there 
were  593  through  trains,  which,  combined  as  above,  with  a  population  of  ap- 
proximately 2,500.000,  results  in  the  figure  of  apijroximately  4,200  per  through 
train.  As  the  passenger  business  in  Chicago  must  consist  largely,  or  to  a 
considerable  extent,  of  passengers  who  pass  through  the  city  using  it  as  a 
junction  point  for  the  lines  east  and  the  lines  west,  however,  it  is  not  thought 


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TREND  OF  NUMBER  OF  PASSENGER  TRAINS 

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CASE  970  ET  5Ea 
JUNE  1916  N«  10-6 


('ailfornla  Itallrcad  ConiniKsion  Eiiirlnecrlng  Depl. 

FIG.  »1.      RECORD   OK    M'MBEU    OF   IVVSSEXGER    THAIIVS    AT    I,OS    AXGEI.ES    FRO>l    lilOT    TO    1111!) 

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three    combined.      The    loral    huslness    is    hirgely    being  taken  over  by  the  eleetrie   lines  an,i   by  antom. biles. 


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264  Los  Angeles   Terminal   Investigation 

that  the  experience  of  Chicago  should  be  considered  as  a    criterion    of    Los 
Angeles  conditions. 

It  is  a  well  known  fact  that  a  large  part  of  the  passengers  on  through 
trains  into  and  out  of  Los  Angeles  consists  of  tourists,  especially  in  the  win- 
ter and  in  the  spring.  It  is  apparent,  therefore,  that  the  study  of  the  rela- 
tion of  the  number  of  through  trains  to  tnt  peculation  can  have  no  definite 
bearing  on  the  number  of  through  passenger  trains  that  can  be  expected  in 
the  future.  For  this  reason,  tliis  line  of  study  does  not  appear  to  be  prciduc- 
tive  of  useful  results. 

Returning  tn  the  discussion  of  Fig.  '*!  nn  page  262.  We  l)elie\e  that  it 
mav  be  said  that  'the  increase  in  the  number  of  through  trains  in  the  past 
decade  has  been  due,  in  a  measure,  to  competition  of  service.  But  whatever 
the  reasons,  the  increase  was  evidently  stopped  by  the  economy  practiced 
throughout  the  country  since  the  commencement  of  the  European  war.  Since 
the  assumjition  of  control  of  the  railroads  by  the  Federal  government,  this  is 
even  more  marked  as  will  be  noted  by  the  reduction  in  the  number  of  trains 
in  the  first  six  months  of  1918. 

Whether  the  old  conditions  will  return  or  not  is  an  open  question,  but 
we  believe  that  a  measure  of  competitive  service  will  return  regardless  of 
whether  the  railroads  go  back  to  private  ownership,  as  before  the  war,  or 
continue  under  some  form  of  Federal  control. 

We  believe  that  the  local  trains  (i.  e.  trains  that  run  less  than  100  miles) 
will  probably  disappear  in  the  next  ten  or  twenty  years.  This  is  particularly 
evident  from  Fig.  130. 

Electrification,  we  are  confident,  will  play  a  large  part  in  future  railroad- 
ing in  the  vicinity  of  Los  Angeles.  The  railroads  running  o\er  hea\y  grades, 
which  control  the  tonnage  of  trains,  on  all  through  lines  out  of  Los  Angeles, 
will  probably  be  electrified  on  account  of  shortage  and  cost  of  fuel  oil  and  on 
account  of  the  disinclination  to  return  to  coal,  and  the  more  economical  elec- 
trical operatiiin  will  i)robably  require  that  this  measure  be  adopted.  This 
will  include  all  switching  service  in  Los  Angeles.  This  prospect  also  has  an 
important  bearing  on  freight  traffic. 


Dksikabii.itv  of  Union  Passknc.ku  Tiirminai. 


265 


I'K;.   !I3. 


•;i.K<  TUic  i.ot(>>i<)  ri\  I 


One  type  o£  locomotive  useil  by  the  Pacific  Electric.  Tliis  form  of  power  lias  many 
advantages  over  tlie  steam  locomotive  and  some  day  will  probably  be  used  exclusively 
for  switching  in  Los  Angeles. 


\\  itli  all  these  conditions  before  us.  we  arc  led  lo  believe  that  the  next 
ten  years  will  probably  see  105  daily  through  trains;  the  number  of  through 
trains  at  the  end  of  the  second  decade  will  be  abnut  HO  and  the  local  trains 
will  disappear.  In  the  making  of  any  plans,  therefore,  facilities  should  be 
pro\ided  capable  of  an  ultimate  development  in  the  handling  of  trains  to  at 
least  140  trains  per  day. 

The  number  of  cars  in  a  passenger  train  im  December  31.  1917,  varied 
from  2  cars  in  some  of  the  local  trains  to  12  or  13  cars  in  the  through  trains, 
the  a\erage  being  aljout  5A  cars  per  train.  In  Chicago,  in  1913.  through 
trains  averaged  6.5  cars  per  train;  suburban  trains,  4.3  cars;  and  the  average 
5.4  cars,  as  in  Los  Angeles.  An  estimate  for  the  end  of  twenty  years  should, 
we  believe,  be  based  on  6.6  cars  per  train,  or  a  daily  movement  of  approxi- 
mately  1,000  passenger  train  cars. 


266  Los  Angeles  Terminal   Investigation 

Baggage,  Mail  and  Express 


FIG.  94.   BAGGAGE  BUILDING  AT  SANTA  FE  DEPOT 

This    is   Class   "C"    structure   of   brick.      The   front    or   lower   portion    was   built    in    1914 
to  care  for  the  extraordinarily  large  traffic  created   by  the   two  expositions   in   191.=.. 

Baggage 

Studies  of  baggage  traffic  were  made  in  order  to  ascertain  wliat  relation 
this  class  of  traffic  bore  to  the  other  classes  and  to  provide,  in  any  plans  we 
might  make  for  a  union  station,  adequate  space  and  convenient  arrangement. 

The  steam,  road  baggage  business  at  Los  Angeles  may  be  listed  as  fol- 
lows, "handling"  being  defined  as  the  number  of  pieces  into  and  out  of  Los 
Angeles : 

BAGGAGE    HANDLED— 1917 

Number  of  Pieces  Handled 
Year  1917  Av.  Day  Ratio 

Southern  Pacific   690,684  1.892  58% 

Santa  Fe  343,595  941  29% 

Salt  Lake   159.201  436  13% 

Total    1,193,480  3,270  100% 

Based  on  an  eight-day  count  in  September,  1918,  annual  figures  for  1918 
may  be  approximated  as  follows : 


Desirability  ok  Union  P.\sskn(;i:r  Tkr.minai.  267 

BAGGAGE  HANDLED— 1918 

ESTIMATED 

Transferred  Ratio 

to  Other  Transferred 

Handled                    Steam  Roads  to  Handled 

Southern    Pacific    823.075     00%                35.770     il'.c  4.3%^ 

Santa   Fe    326.675     269!                 25.185     40%  7.7% 

Salt    Lake    103,360      8%                  1.825      3%  1.8% 

Total    1.253.410  1007r  62.780  100%  S.8% 

Average   Day    3.434  172 

If  the  baggage  transfers  follow  the  same  ratio  as  the  passengers  who  are 
transferred  (at  least  10  per  cent),  then  the  baggage  transferred  amounts  to 
125,341  pieces  per  annum — about  340  per  day.  This  is  considerably  in  excess 
of  the  figures  in  the  last  tabulation.  This  does  not  follow,  however,  as  many 
passengers  do  not  check  baggage. 

The  above  information  does  not  include  the  baggage  transferred  between 
the  Southern  Pacific  and  the  Pacific  Electric.  The  latter  does  practically  all 
the  local  baggage  business  in  the  cities  in  the  vicinity  of  Los  Angeles.  The 
next  tabulation  shows  the  extent  of  baggage  transferred  between  these  two 
roads  based  on  an  eight-day  count  in  September.  1918: 


FIG.    05.       WEI.I.S    FAR(;0     AMI    TOMI'ANV     KXIMIESS     STATION     AT 
FOl  KTH    STRF.F.T    A  M>    fKNTRAI.    AVF.M  R 

This  structure  luiilt  in  191:;.  is  located  npnii  land  part  of  which  is  iiwned  by  the 
Southern  Pacific  Company  and  part  hy  the  Wells  Fargo  Company.  At  the  time  the 
picture  was  taken  this  express  company  formed  part  ot  tlie  American  Railway  h-xpresa 
Company. 


268  Los   Angei.ks   Tkkminai-    Invksti(;.\ti()N- 

TRANSFER    OF    BAGGAGE   BETWEEN    SOUTHERN    PACIFIC   AND 
PACIFIC  ELECTRIC  YEAR  1918— ESTIMATED 

Pieces  of  Baggage 
Year  Av.  Day 

Received  by  Soutlieni   Pacific,  all  sources 3')(<.2')9  1.086 

Transferred  to  Pacific  Electric  from  Southern   Pacific...      Jl,710  85 

Per  cent  transferred  to  Pacific  Electric 7.7'/ 

Forwarded  by  Southern  Pacific,  all.  sources 426,685  1,169 

Transferred  from  Pacific  Electric  to  Southern  Pacific.     32,530  90 

Per  cent  received  from  Pacific  Electric 7.7'  r 


FK;,   IMi.      KXPRKSS    I  XDER    COVEU — SOITUKJIX    rVtIFIC    STATIOX 

Duringr    the    sumniei',    when    deciduous    fruit    sliipments    are    Iiea\'>',    tliip    canvas    is    erected. 

Express 

The  more  salient  features  of  the  express  tratilic  in  Los  Angeles  appear  in 
Table  X  in  the  Appendix.  For  quick  reference  the  following  figures  rela- 
tive to  the  \olume,  may  be  gi\en, 

EXPRESS  TRAFFIC— 1917 

Wells  Fargo 

and  Company 

Express 

At  Southern   Pacific   Station    ....    54,673     73'/r 

At  Santa  Fe  Station 19,854     27% 

At  Salt  Lake  Station 


74,527  100% 
93% 


'American- 

Express 

Combined 

54,673 

19,854 

5,188 

5,188 

5.188 

79.715 

7% 

\Q07o 

DeSIRAIUMTV   ok    r.\-IO\    rASSKNCKK   TkK.M  I XAI. 


269 


FIG.   US.      AMKUICAX    EXPRKSS   rOMI'AW — SAI,T    LAKE    STATION 

This   is  a  view    of   tlie    Aniericiui    Express  Company's   only    I^os   AnKeles   express   depot, 
located  at  tlie  S;ilt  Lake  station  on  tlie  east  side  of  tlie  Los  Angeles  River  near  First  Street. 

A  similar  tabic  based  on  an  eigbt-day  count  in  Se])teniber,  1918,  sbows  a 
considerable  difterence:  the  \dluiiie  is  greater,  and  due  to  the  closer  combina- 
tion of  the  express  business  under  the  .American  Railway   I'Lxpress  Company. 


270  Los  Angei.es  Tekminai.   Inn'estication 

nnire  business  was  apiiarentl)'  cunccntrated  at  the  Santa  Fe  Statiun.  (The 
American  Railway  Express  Company  is  a  voUnuary  combination  of  the  vari- 
ous express  companies  organized  since  the  war  and  lias  since  been  taken  m  er 
by  the  United  States  Railroad  Adniiinistration. ) 

EXPRESS  TRAFFIC— 1918 
ESTIMATED 

Tons  of  Express  Handled  per  Year 
Wells  Fargo 

and  Company  American- 

Express  Express  Combined 

Southern  Pacific  Station   70.513     70%  ....  70,513 

Santa  Fe  Station   31,238     30%  ....  31,238 

Salt   Lake  Station    2,464  2,464 


101,751  100%  2,464  104.215 

97%  3%  100% 

The  e.xtent  of  this  traffic  may  be  judged  from  the  fact  that  it  is  approxi- 
mately, by  weight,  22)  per  cent  of  all  Los  Angeles  less-than-carload  freight 
business  of  the  three  steam  roads. 

For  the  year  1917,  the  e-xpress  transferred  l)etween  the  three  stations  of 
the  steam  railroads  was  approximately  as  shown  in  the  next  table: 

TONS  OF  EXPRESS  TRANSFERRED— YEAR   1917 

From 
Express  Com-  Wells  Fargo  &  Company 

panies'  Depots  Southern 

To  Pacific  Santa  Fe  Total 

Southern   Pacific 2,880  2,880 

Santa  Fe    4,320  ....  4,320 

Salt  Lake  360  48  408  ...  408 


American 

Total 

All 

Salt  Lake 

Depots 

516 

7,710 

4,680  2,928  7,608  516  8,124 

Ratio  Wells  Fargo   .  .  .  60%  40%  100% 

Ratio  .\11  Companies . .  58%  36%  94%.  S%p  100% 

The  8,124  tons  so  transferred  were  approximately  10  per  cent  nf  the  total 
movement  of  79,715  tons  into  and  out  of  the  City  and  were  handled  by  wagon 
from  one  depot  to  another. 

'i'urning  again  to  1918  based  cm  an  eight-day  count  made  in  Septemlier, 
1918,  more  data  is  available : 

TRANSFER  OF  EXPRESS— 1918 
ESTIMATED 

Tons  per  Year 

1.  Received  at  Southern  Pacific  Station  from  Southern  Pacific  trains  28.447 

2.  Received  at  Southern  Pacific  Station  from  Pacific  Electric  cars...     9.809 

3.  Transferred   at    Southern    Pacific    Station    from    Southern    Pacific 

trains  to  Pacific  Electric  cars  3.490 

4.  Transferred  at  Southern  Pacific  Station  from  one  Southern  Pacific 

train   to  another   1,916 

5.  Received  at  Santa  Fe  Station  from  Santa  Fe  trains \1  ,i},% 


Desiraiulitv  of  Union  I'AssENtncK  Tkkminai.  271 

6.  Transferred  from  one  Santa  Fe  train  to  another I.519 

7.  Received  at  Salt  Lake  Station  from  Salt  Lake  trains 525 

8.  Transferred  from  one  Salt  Lake  train  to  another 160 

9.  Forwarded  from  Southern   Pacific  Station 42,066 

10.  Forwarded    from    Southern    Pacific    Station     but     received     from 

Pacific  Electric    2  464 

IL     Forwarded  from  Santa  Fe  Station 13,938 

12.     Forwarded   from   Salt   Lake   Station 1939 

This  data  brings  out  the  importance  of  the  Pacific  Klectric  in  the  Los 
Angeles  express  traffic  and  indicates  the  desirability  and  necessity  of  having 
the  tracks  of  this  road  connected  with  the  express  facilities  at  any  union  pas- 
senger station. 


Flti.    Hi).      IMCIFIC    ELEtTllIC    E.VI'UK.SS    I  AUS    .VT    .M.\I.\    E.M'UES.S    UKI'OT 

The  Pacitie  Electric  handles  practically  all  of  the  express  business  in  the  Los  .\ngeles 
suburban  territory,  and  its  cars  run  directly  tn  the  main  Wells  l'"argo  Kxpress  depot  at 
the  .'Southern  I'acific  station  at    Knurth   Street  and  Central  Avenue. 


It  will  be  seen  that  the  express  receixed  at  the  main  Wells  Kargo  hLxpress 
depot  from  the  Pacific  Electric  is  3^  per  cent  of  that  brought  in  on  Southern 
Pacific  trains  and  that  the  Pacific  Electric  cars,  outbound,  carry  to  the  South- 
ern Pacific  trains  6  per  cent  of  the  express  carried  out  of  the  City. 

The  Pacific  Electric  also  transports  to  and  from  the  main  Wells  Fargo 
and  Company  Express  station  express  which  is  not  handled  on  Southern 
Pacific  trains  but  is  taken  to  and  from  the  depot  in  wagons,  either  from  Santa 
Fe  or  Salt  Lake  trains  or  from  shippers.  C)ur  <lata  indicates  that  the  total 
extent  of  the  Pacific  Electric  express  business  to  and  from  the  main  express 
depot  at  Fourth  Street  and  Central  .Avenue,  is  about  20,000  tons — approxi- 
mately 165  per  cent  of  the  express  transferred  between  Pacific  Electric  cars 
and  Southern  Pacific  trains  (slightly  over  12,000  tons). 


I.iis   AxcKr.F.s   Tekmixai.    I  wicsticattox 


FIG.   100.      MAIL   Ill'ILUI.\(i   AT   SANTA   KE   DKl'OT 

This    Class   C   brick    structure   was    erected    in    1915    by   the    Santa    Fe    and    is    leased    to 
tlie   Federal  Government. 

Mail 

The  extent  and  importance  of  the  United  States  mail  service  in  Los  An- 
geles steam  road  transportation  was  also  made  the  subject  of  some  study. 
Data  were  rather  difficult  to  obtain,  and  complete  statistics  covering  this 
class  of  traffic  were  not  made  available  to  us.  We  have,  howe\'er,  the  follow- 
ing yearly  figures  based  on  thirty-five  days  weighing  from  March  27,  1917,  to 
April  30,  1917: 

MAIL   HANDLED   ON  TRAINS— 1917 

Tons                   Tons  Tons 

Forwarded          Received  Total 

Southern     Pacific     8,683.89               5,709.87  14.393.76 

-Salt  Lake  227.00                  317.00  .S44.00 

Total   8,910.89  6.026.87  14,937.76 

Per  day  Aver 24.  17.  41. 

Ratios   59%  41%  100% 

Similar  statistics  for  the  Santa  Fe  were  not  to  be  ha<l,  but  since  it  has 
been  stated  by  the  Superintendent  of  Mails  that  from  60  to  63  per  cent  df  the 
mail  goes  to  the  Southern  Pacific,  the  total  tonnage  movement  per  day  for  all 
roads,  including  the  Pacific,  may  be  computed  as  about  65  tons  forwarded 
and  received. 


Desirahii.itv  of  Union  Passenger  Terminal  273 

REQUIREMENTS  FOR  UNION  PASSENGER  TERMINAL 

General  Requirements  of  Site 

The  desirability  of  a  location  for  a  union  passenger  terminal  may  he  de- 
termined from  a  set  of  specifications  drawn  up  for  this  purpose,  with  require- 
ments arranged,  approximately,  in  the  order  of  their  importance.  Others 
may  not  agree  with  this  order,  but  there  will  without  doubt  be  agreement  that 
some  of  the  requiremients  are  of  greater  moment  than  others. 

The  finding  of  a  location  that  satisfies  the  more  important  requirements 
will,  therefore,  be  the  first  and  most  important  step  in  the  union  terminal 
plan. 

The  location  should  be  such  that: 

1.  It  is  susceptible  to  enlargement  for  expected  growth  in  the  future, 

2.  Interurban  lines  may  he  built  to  the  depot, 

3.  Approaches  may  be  made  .fireproof  without  excessive  cost, 

4.  Xo  grade  crossings  of  streets  are  introduced, 

5.  Coach    yard    may    be    near    enough    for    economical    switching    and    for 

greater  capacity   per   station   track, 

6.  Street  congestion  will  not  result. 

7.  Easy  access  by  carlines  may  be  had, 

8.  Easy  access  by  automobiles  may  be  had  (this  requires  that  several  routes 

be  made  available.) 

9.  A  future  subway  may  run  into  the  site, 

10.  Profile  of  approach  can  be  as  flat  as  possi1)le  and  can  have  easy  grades, 

11.  Station  tracks  can  be  practically  level, 

12.  As  few  train  miles  as  possible  will  be  necessary, 

13.  No  grade  crossings  of  railway  lines  will  be  introduced. 

14.  Business,  hotel  and  shopping  districts  (in  the  order  named)  will  be  near, 

15.  A  through  terminal  may  be  built  rather  than  a  stub  terminal, 

16.  There  will  be  space  for  express  business. 

17.  There  will  lie  space  for  mail  business. 

18.  Mail   will   require  a   short   wagon   haul. 

19.  There  will  be  space  for  hotel  busses, 

20.  There  will  be  space  for  taxicabs, 

21.  Passengers   will   not  be  obliged   to   pass   through   the   industrial   district 

before  reaching  station. 

22.  The  cost  will  be  consistent  with  the  advantages   (this  factor  is  put  last 

l)ccause  its  importance  may  vary  from  100  to  10  per  cent). 

The  depot  should  be  such  that: 

1.  It  is  adequate  for  present  traffic, 

2.  It  is  susceptil)le  of  enlargement  for  the  future. 

3.  It  will  not  be  liable  to  be  filled  with  smoke, 

4.  Passengers,  after  showing  tickets  to  gatemen.  will  be  reasonably  certain 

of  boarding  their  proper  trains. 

5.  There  will  be  no  stairways  for  passengers, 

6.  Ticket  offices  will  be  aside  from  the  main  stream  of  passengers, 

7.  There  will  be  space  for  dispatchers  and  other  necessary  officers, 

8.  Passengers  on  and  off  trains  may  be  kept  separate, 

9.  There  will  be  sufficient  baggage  space. 

10.     Baggage  room  will  be  off  stream  of  travel  but  adjacent  thereto. 


274  Los  An'Geles  Ticrminai.   Invicstigatiom 

11.  Restaurant  facilities  will  be  adequate, 

12.  Passenger  route  will  have  minimum  rise  and  fall. 

13.  The  cost  is  not  unreasonable  (see  22  above). 

These  specifications  point  toward  a  consideration  of  the  physical  re- 
quirements, which  indicate  the  area  of  the  site  and  the  proportionate  length 
and  breadth  of  this  area.  The  site  should  also  be  such  that  the  station  tracks 
may  be  level,  or  nearly  so,  and  that  the  grades  of  approach  tracks  may  not  be 
excessive. 

Physical  Requirements  of  Site 

It  will  be  necessary  to  have  clearly  before  us  the  amount  of  space  re- 
quired. This  will  include  the  number  of  tracks  necessary  and  their  length, 
spacing,  etc.,  the  area  of  the  waiting  room  and  other  parts  of  the  main  build- 
ing, the  area  of  baggage  rooms,  mail  rooms  and  express  buildings,  and  the 
requirements  of  a  coach  yard  as  to  the  number  of  tracks,  and  their  lengtli 
and  arrangement. 

The  number  of  tracks  for  a  passenger  station  yard  depends,  of  course, 
upon  the  number  of  trains  and  the  intervals  at  which  they  leave  and  arrive, 
and  also  upon  the  number  of  ajjproacli  tracks.  This  latter  number  will  vary 
according  to  the  design  of  the  station  as  a  through  or  a  stub  terminal.  The 
width  of  the  station  yard  depends  upon  the  spacing  of  the  tracks  and  upon  the 
arrangement  of  the  baggage  and  express  facilities. 

We  have  estimated  that  in  twenty  years  there  will  be  at  least  140  trains 
into  and  out  of  Los  Angeles  per  day.  Witness  for  the  Southern  Pacific,  in 
the  discussion  of  the  requirements  of  a  union  station,  inentioned  several 
times  that  at  least  120  trains  should  be  provided  for.  Basing  our  studies  on 
this  data,  we  reach  the  conclusion  that  in  a  stub  terminal  18  tracks  would  be 
suflicient  provided  that  the  throat  of  the  yard  is  fast  and  that  the  coach  yard 
and  mechanical  facilities  are  not  too  far  away,  and  provided  further  that  the 
throat  is  arranged  in  such  a  way  that  full  use  may  be  had  of  ariy  and  all  of 
the  tracks.  These  18  tracks  are  for  passenger  trains  only:  the  tracks  devoted 
to  express  purposes  are  not  included  in  this  number.  If  the  terminal  is  to  be 
a  through  terminal  with  free  use  of  both  ends,  14  tracks  will  be  sufficient • 
The  number  of  "headend"  tracks,  upon  which  baggage,  miail  and  express  are 
handled,  depends  largely  upon  the  shape  of  the  site  and  on  the  location  of 
the  buildings  devoted  to  this  traffic.  In  addition  to  tlie  18  or  14  tracks  for 
trains,  at  least  2  tracks  should  be  provided  for  "headend"  tracks. 

We  now  come  to  the  question  of  the  necessary  width  of  the  station  yard. 
The  station  tracks  should,  in  general,  be  arranged  in  pairs,  with  platforms 
between  each  pair.  Modern  practice  seems  to  indicate  that  -K)  to  42  feet 
Would  be  recpiired  for  each  pair  of  tracks.  At  the  present  Sottthern  Pacific 
Station  the  spacing  is  12^  feet  for  the  adjacent  tracks  and  28^4  feet  between 
tracks  where  tlie  platfonns  are  located,  or  41  feet  per  pair  of  tracks.  At  the 
Washington  Union  Station,  wliere  large  crowds  must  be  handled  at  certain 
times  (such  as  the  inauguration  of  the  President)  tracks  are  spaced  13  and  30 


Desirability  of  Uxion  Passenger  Terminal  275 

feet  apart,  or  43  feet  per  pair.  In  a  plan  hy  the  American  Railway  Engineer- 
ing Association  for  a  typical  layout  for  a  station.  41  feet  for  a  pair  of  tracks 
is  shown,  the  tracks  alongside  one  another  being  13  feet  apart. 

\\  e  have  used  41  ^X  feet  per  pair  of  tracks  in  our  studies  for  a  station  lay- 
out. The  tracks  are  to  be  located  with  12^  and  29  foot  centers.  We  believe 
that  this  design  may  be  easily  justified  by  an  examination  of  the  principal 
modern  stations  in  this  country,  with  due  consideration  for  Los  Angeles  con- 
ditions. Perhaps  the  most  inxportant  local  factor  is  the  favorable  climatic 
condition,  resulting,  for  instance,  in  the  absence  of  snow,  which  considerably 
decreases  the  problem  of  handling  crowds. 

Size  of  Site 

Twenty  tracks  will  re(|uire  415  feet  net  for  trackage  in  a  stub  terminal; 
sixteen  tracks  iti  a  through  terminal  will  require  332  feet.  The  necessary 
buildings  for  baggage  and  express  alongside  the  yard  and  tracks  to  serve 
these  facilities  will  require  further  space.  This  will  make  a  total  of  500  feet 
required  for  the  width  of  a  stub  terminal  and  420  feet  for  a  through  station. 

Since  the  grades  on  through  lines  of  the  steam  railroads  out  of  Los  An- 
geles, coupled  with  the  operating  requirements,  indicate  that  a  passenger 
train  uf  thirteen  cars  is  about  the  maximum  under  ordinary  conditions,  and 
inasmuch  as  a  modern  car  is  about  70  feet  long  and  the  engine  90  feet  long, 
it  is  evident  that  all  station  tracks  should  be  1,000  feet  long  in  the  clear.  Un- 
der certain  conditions,  such  as  during  troop  movements,  when  twenty  cars  of 
60  feet  are  sometimes  moved  in  one  train,  it  is  desirable  that  some  of  the 
tracks  should  be  long  enough  to  accommodate  a  train  of  this  length. 

In  connection  with  the  track  spacing,  the  method  of  handling  the  bag- 
gage and  express  must  be  considered.  Unless  this  is  handled  under  the  train 
floor,  some  of  the  tracks  in  a  stub  terminal  should  be  designed  as  baggage 
tracks,  that  is,  single  tracks  with  platforms  on  each  side,  the  platforms  on 
one  side  of  the  tracks  to  be  used  fnr  unloading  baggage  from  incoming  trains, 
and  the  platforms  on  the  otiier  sides  for  unloading  passengers.  Thus  l)oth 
may  be  unloaded  simultaneously  without  interference. 

Good  practice  requires  that  frogs  not  sharper  than  X(i.  8  should  be  used. 
This  is  very  important  in  determining  the  length  necessary  for  the  station 
yard.  No.  9  frogs  are  preferable  and  should  be  used,  if  possible,  in  preference 
to  No.  8  frogs.  Good  practice  also  indicates  that  no  curves  sharper  than  10" 
should  be  used,  and  on  the  approach  tracks  and  in  the  switches,  curves  not 
sharper  than  those  which  accompany  a  No.  8  slip  switch  on  tangent  should 
be  installed.  Station  tracks  should  be  tangent,  and  if  curves  are  necessary, 
they  should  be  linrited  to  6°  where  cars  are  to  be  ccjupled. 

Without  going  into  any  of  the  details  of  l)uilding  design,  we  will  say 
that  a  station  yard  500  feet  wide  for  a  stub  terminal  will  provide  sut'ticient 
frontage  for  a  passenger  station  at  the  end  of  the  yard  without  excessive 
depth  of  building. 


376  I-os  AxGEi.KS  Tkrminai.   Investigation 

Mail  FacUilies 

The  Postmaster's  office  at  Los  Angeles  has  advised  that: 
a.     It    is    highly    desirahle    to    have    the    sorting   station    at    a    union    station. 
This  would   do  away   with   the   present   sorting   station    in    the    Federal 
Building. 
1).     The  whole  sorting  station   should  preferably  be  on  one  floor. 

c.  It  would  be  preferable  to  have  a  building  of  such  shape  that  one  side  is 

about  twice  the  size  of  the  other. 

d.  I'rovisioii  should  be  made  for  about  40,000  square  feet  for  a  mail  building. 

e.  Space  should  be  provided  for  loading  postal  cars  direct  froin  the  building. 

f.  The  building  should  be  convenient  to  Pacific  Electric  tracks. 

g.  About  150  feet  of  team  front  will  be  necessary, 
h.     A  Class  "A"  structure  will  be  essential. 

i.      It  is  not  necessary  to  isolate  the  building. 

The  Postmaster's  office  also  advised  that  without  doubt  the  present  post 
office  in  the  Federal  Building  at  Main  and  Temple  Streets  would  he  discon- 
tinued as  far  as  the  handling  of  mail  is  concerned,  although,  perhaps,  the 
financial  department  would  remain. 

Express  FacUilies 

Officials  of  the  American  Railway  Express  Company  advise  that  there 
should  be  a  large  express  building  at  the  union  passenger  station.  They 
believe  that  a  width  of  (X)  feet  for  tlie  building  is  preferable,  the  length 
depending  upon  requirements.  There  should  also  be  a  covered  platform 
on  the  track  side,  30  feet  in  width.  Surface  trucking  in  their  opinion 
will  also  be  preferable  to  trucking  subways  and  elevators,  even  if  the 
distance  is  greater.  Through  head-end  tracks  for  express  cars  are  more 
desirable  than  stub  tracks.  No  advice  was  received  as  to  the  proper  area 
of  express  building,  but  we  have  estimated  this  at  about  40,000  square 
feet  of  first  floor  building  area.  This  estimate  was  made  by  the  addition 
of  50  per  cent  to  the  present  facilities,  bearing  in  mind  the  conditions  under 
wJiich  the  following  areas  were  acquired  and  are  ni^)w  used: 

EXPRESS  SPACE— LOS  ANGELES  STATIONS 

Express    Building,    Southern    Pacific    16,400  sq.  ft. 

Santa  Fe   8,000     "    " 

Salt   Lake    3,042     "    " 

'rotal    27,442     "    " 

In  addition,  office  space  should  be  provided  on  an  upper  floor. 

Baggage  Facilities 

At  present  there  are  25,000  square  feet  of  baggage  space  at  the  Los  An- 
geles stations,  with  an  additional  11,000  feet  of  unused  second  floor  space  at 
the  Southern  Pacific  Station.     This  may  be  tabulated  as  follows: 


DicsiRAiui.iTv  OK  I'nion  Passenger  Terminal  277 

BAGGAGE  ROOM   SPACE— LOS  ANGELES   STATIONS 

Used  Not  Used 

Southern  Pacific   13.674  sq.ft.         11,487  sq.ft. 

Santa  Fe   7  9gS     "    " 

Salt  Lake   2,954     "    " 

24.613     "    "  11,487     "    " 

We  have  estimated  that  aljoiit  (O  per  cent  increase  should  be  provided 
for  at  a  union  station,  or  a  total  of  approximately  40,000  square  feet. 

Coach  Yard 

A  coach  yard  for  cleaning,  restocking  and  making  light  repairs  to  pas- 
senger coaches  and  Pullman  cars  is  a  part  of  any  union  passenger  terminal. 
It  is  proposed  to  provide  a  union  coach  yard  wherein  the  cars  of  all  roads  and 
Pullmans  will  be  handled.  In  such  a  yard  it  is  proposed  that  cleaning,  com- 
mon supplies  and  li.ght  repairs  be  pooled,  subject  to  individual  inspection. 
Heavy  repairs  would  be  made  at  the  individual  road's  own  shops.  Pullman 
cars  would  be  handled  by  their  owner,  the  Pullman  Cniiipanv. 

The  present  Los  Angeles  coach  yards  have  a  cai)acity  of  about  317 
seventy-foot  cars,  with  a  total  length  of  track  of  10.8  miles,  the  car  capacity 
being  estimated  for  only  such  tracks  as  cars  could  occupy,  that  is,  the  lead 
tracks  and  fouling  distances  at  switches  are  excluded  in  c«im])uting  the  car 
capacity. 

We  have  concluded  that  a  capacity  of  1,000  cars  is  the  jiroper  size  of  the 
ultimate  coach  yard.  For  the  immediate  construction  about  500  car  capacity 
should  be  ample  and  our  estimates  are  predicated  on  this  figure. 

In  considering  the  other  recjuirements  for  a  coach  yard,  there  are  many 
other  items  of  expense.  Buildings,  service  piping,  machinery  and  equipment 
are  necessary.  We  have  estimated  new  buildings  and  piping,  but  contem- 
plate moving  the  present  equipment,  machinery  and  tools  of  the  three  roads 
to  the  new  yard.  This  would  include  air  compressors,  wheel  lathes,  water 
treating  plant,  l)attery  char,ging  outfits  and  other  similar  large  items  of 
equipment  and  all  tools.  The  present  Pintsch  gas  plant  at  the  Southern  Pa- 
cific coach  yard  would  also  be  moved,  and  if  the  Southern  Pacific  station  is 
abandoned,  the  boilers  and  air  compressor  in  the  basement  of  the  present  sta- 
tion would  be  available.  If  not,  there  would  have  to  be  a  power  plant  pro- 
vided. 

In  ascertaining  the  area  required,  we  have  spaced  each  pair  of  service 
tracks  at  40  foot  centers,  to  be  divided  as  may  be  thought  best.  To  provide 
for  the  necessary  number  of  cars,  about  10  miles  of  track  are  necessary  for  the 
immediate  re(|uirements  and  6  miles  more  for  the  ultim.-ile  plan,  the  former 
figure  including  the  approaches  and  leads. 

Engine  Terminal 

It  does  not  appear  essential  to  analyze  the  engine  terminal  situation,  for, 
if  engine  terminals  are  provided  at  the  new  freight  yards  necessary  under  all 


27S  Los  Angei.es   Termixaf.   Investigation 

ultimate  plans,  there  will  be  sufficient  space  released  in  a  satisfactory  location 
to  care  for  passen_s;er  road  engines.  It  should  be  noted  that  it  will  prol)ably 
be  desirable  that  light  and  turning  re])airs,  cleaning,  boiler  washing,  etc.,  of 
passenger  road  locomotives  be  pooled  and  handled  at  a  common  rnundhouse, 
subject  to  individual  inspection. 

TIME  REQUIRED  TO  REACH  DIFFERENT  SITES 
As  already  developed,  approximately  60  per  cent  of  steam  road  passen- 
gers are  using  street  cars  to  reach  the  depots.  The  actual  time  required,  un- 
der the  present  routing,  was  ascertained  by  riding  on  the  cars  of  the  Los  An- 
geles Railway  during  the  hours  when  the  largest  part  of  this  travel  takes 
place.    The  results  follow  : 

TIME  REQUIRED  TO  REACH  UNION  STATION  SITES 
BY  STREET  CARS 

Minutes  to 
From  Plaza     Southern  Pacific     Santa  Fe 

Fifth  and  Spring  6.2  4.9  11.5 

Seventh  and   Broadway    11.5  8.5  10.0 

Seventh   and   Figueroa    14.5  18.5  14.5 

Since  certain  rerouting  would  doubtless  accompany  the  establishment  of 
a  union  passenger  station,  the  figures  above  are  subject  to  modification  and 
should  not  be  given  too  much  weight.  They  would  probablv  be  somewhat 
reduced. 

As  perhaps  from  20  to  25  per  cent  of  the  steam  road  passengers  travel  to 
and  from  the  station  by  automobile,  we  have  also  considered  the  time  re- 
quired to  go  from  several  points  to  these  locations.  The  following  tabulation 
is  based  on  actual  test  in  pri\ate  atitomobile : 

TIME   REQUIRED  TO   REACH   UNION   STATION   SITES   BY   AUTOMOBILE 

Minutes  to 
Southern 
Plaza  Pacific  Santa  Fe 

Operator  Operator  Operator 

From  Fast     Slow         Fast     Slow         Fast     Slow 

Fifth  and  Spring  4.0         5.5  3.2         4.5  5.3  8 

Seventh    and    Broadway    6.1         8.5  4,5         5.0  7.5         11 

Seventh  and   Figueroa    8.8       15.0  8.2       10.0  10.2         13 

This  data  is  introduced  chiefly  to  show  that  the  time  element  is  not  im- 
portant:  the  differences  are  very  small,  and  since  so  much  depends  on  the 
driver  of  the  automobile,  the  variations  because  of  distance  become  almost 
negligible.  The  figures  for  the  faster  driver  are  the  average  of  eight  trips 
to  each  station  during  the  busy  hours  and  those  for  the  slower  driver  for  two 
to  three  trips  all  through  the  day. 

DISTANCE  OF  SITE  FROM  BUSINESS  DISTRICT 

Smce  the  distance  to  the  \-arious  sites  from  some  prominent  jioints  in 
the  business  district  have  been  made  an  argument  for  or  against  different 
plans,  it  seems  desirable  to  present  this  information.     These  distances,  along. 


Desirakilitv  of  Union  Passenger  Terminal  279 

from  and  to  the  center  lines  of  the  nearest  streets  are  as  follows: 

DISTANCE  TO  UNION  STATION  SITES 
From  Fifth  and  Sphng  Streets:  Distance 

To  Southern   Pacific  Depot   (5tli  and  Central) 0.689  miles 

To  Santa  Fe  Depot  (2nd  and  Santa  Fe)    1.229 

To  Plaza  (Main,  at  Plaza)    0.894        • 

To  Plaza  Station.  Engineering  Department  Plan 0.80.? 

The  distance  to  the  various  depots  were  argued  in  these  cases  during  the 
hearings  before  the  Commission.  We  believe  our  figures  are  reliable.  The 
routes  selected  are  the  shortest,  although  not  necessarily  the  most  travelled. 
Attention  is  directed  to  the  fact  that  for  vehicular  traffic  the  route  selected  is 
not  necessarily  the  shortest  in  point  of  distance.  In  general,  that  route  which 
is  most  direct,  which  has  the  fewest  grades  and  number  of  turns  to  be  made 
and  which  is  the  most  free  from  congestion,  is  the  one  that  is  most  used  by 
vehicles. 


CHAPTER  XI. 

OUTLINE 

Site  Considered  Apart  From  Detailed  Plan 

Site  Suggested  for  Union  Passenger  Terminal 

Comparison  of  Sites 

Southern  Pacific  Site 
Advantages 
Disadvantages 

Santa  Fe  Site 
Advantages 
Disadvantages 

Plaza  Site 

Advantages 
Disadvantages 


CHAPTER  XI 
THE  SITE  FOR  A  UNIUN  PASSENGER  TERMINAL 


SITE  CONSIDERED  APART  FROM  DETAILED  PLAN 

\\  ith  se\  era!  plans  proposed,  several  of  which  contemplate  the  same 
site,  and  with  still  other  sites  siig:gested,  it  is  evident  that  in  order  to  pro- 
ceed logically  to  a  ])lan  for  a  union  passenger  station  the  site  may  be 
considered  aside  from  the  detailed  plans.  A  comparison  of  the  different 
general  locations,  irrespective  of  yard  or  other  details  except  where  such 
items  are  so  intimately  related  that  disassociation  wnuld  destroy  the  ef- 
fectiveness  of  the  argument,   will,   therefore,   first   he   made. 

SITES  SUGGESTED  FOR  UNION  PASSENGER  TERMINAL 

There  ha\e  been  suggested  U>  liie  (.'cinimissiDU  practically  four  sites 
for  the  location  of  a  union  jjassenger  terminal,  as  follows: 

1.  Southern   Pacific  .\rcade  .Site, 

2.  Plaza  Site, 

3.  Santa  Fe  Site, 

4.  ^\'ashington  Street  Site. 

Mr.  D.  A.  Hamburger,  a  witness  for  the  Business  Men's  Association, 
stated  that  the  depot  should  be  moved  "further  toward  W^ashington  Street 
and  in  the  direction  snuth  rather  than  in  the  directinn  nortli"  (these  direc- 
tions are  taken  from  the  site  of  the  present  Southern  Paciiic  station).  No 
e.xact  location  and  no  further  details  were  mentioned,  and  this  is  all  that 
has  been  said  about  any  location  south  nf  the  i)resent  .'><mthern  Pacific 
station. 

Since  a  station  located  in  the  \icinit\  of  W'ashingtnn  Street  and  any- 
where east  of  Santa  Fe  Avenue  is  tun  far  fn  im  the  business  center,  this 
location  may  be  dismissed  without  further  consideration.  If  located  between 
Alameda  Street  and  Santa  Fe  .\\enue.  it  is  still  too  far  from  the  business 
center.  Again,  if  it  is  located  west  of  .\lameda  Street,  the  s;inu-  objections 
obtain.  Tn  addition,  at  this  general  location  the  train  mileage  would  be 
so  much  more  than  at  any  of  the  other  sites  that  we  ha\e  concluded  that 
the  Washington  .'Street  site  could  not  be  considered  to  the  extent  of  making 
dctaileil  plans  and  estimates.  We  ha\e  decided,  therefore,  that  it  is  in- 
advisable to  iiursue  the  study  for  a  union  i)assenger  station  at  this  location. 

Mr.  R.  W.  Kellv,  appearing  as  a  witness  for  the  Brooklyn  .\venue  and 
Malabar  Imi)rovement  .Association,  stated  tli;it  a  union  dejiot  should  be 
constructed  between  Mission  Road  and  North  I'lroadway.  Since  these  high- 
ways are  approximately  one  mile  apart,  it  is  evident  th;it  the  locatifMi  is  quite 
indefinite.  Since,  however,  the  reconuncndations  might  be  construed  to  in- 
clude locations  in  the  vicinity  of  the  Plaza.  Mr.  Kelly's  suggestion  will  be 
considered  in  connection  with  other  sites  in  that  vicinity. 


282  Los  AxGELES  Terminal   Investigation 

Four  more  or  less  detailed   plans  for  a  union  passenger  terminal   have 
been  presented  to  the  Commission : 

1.  Hawgood  Plan, 

2.  Barnard  Plan, 

3.  Storrow  Plan, 

4.  Southern  Pacific-Salt  Lake  Plan. 

The  first  three  of  these   plans  propose   a  union   station   in   the  vicinity 
of  the  Plaza. 

The  Hawgood  and  the  Storrow  Plans  were  presented  liy  witnesses  for 
the  Central  Development  Association. 

The  Barnard  Plan  was  presented  by  the  Business  Stability  Association. 
The  Santa  Fe  site  was  also  suggested,  but  no  plans  or  estimates  were 
presented  and  the  adoption  of  this  site  was  not  supported  by  argument  or 
evidence.  The  suggestion  for  this  site  was  made  by  Mr.  E.  W.  Camp, 
General  Counsel  for  the  Santa  Fe  Coast  Lines  in  a  general  statement  to 
the  Commission  during  the  hearings  in  this  proceeding  (trans,  p.  1080)  : 

"Mr.  Camp: Xow  I  may  as  well,  if  I  may,  having  been  asked  several 

times  what  the  Santa  Fe's  position  in  all  this  is,  I  may  say  a  little  further,  the 
Santa  Fe  recognizes  the  truth  of  what  Mr.  Worktnan  has  said,  that  the  im- 
portant thing  before  this  Commission  is  the  separation  of  grades  in  Los  An- 
geles. The  other  thing  is  not  of  comparatively  any  importance  whatso- 
ever  " 

"Now,  as  far  as  the  Santa  Fe  is  concerned,  with  reference  to  the  pro- 
posed Southern  Pacific-Salt  Lake  electric  station,  it  has  been  suggested  that 
the  Santa  Fe  get  in.  Well,  it  might.  I  suppose,  if  the  gods  so  ordered,  there 
is  no  particular  reason  why  the  Santa  Fe  should  not  get  in  there.  If  we 
need  a  depot  and  nevi'  facilities,  where  we  are  we  have  more  ground  right 
where  we  are,  more  ground  available  for  passenger  tracks,  than  the  whole 
space  devoted  to — proposed  to  be  devoted  to  the  passenger  tracks  of  the 
union  terminal.  We  have  got  plenty  of  space  there,  and  there  is  no  reason 
to  go  anywhere  else.  As  a  matter  of  fact,  we  have  more  ground  available 
for  a  union  terminal  right  there  than  is  proposed  to  be  used  by  tlie  union 
terminal  here. 

"Commissioner  Thelen:  Do  I  understand  you.  Mr.  Camp,  to  mean  that 
the  Santa  Fe  invites  these  other  carriers  to  join  in  a  union  terminal  there? 

"Mr.  Camp:  Oh,  we  would  be  perfectly  willing.  I  am  not  inaking  any 
invitation,  but  if  your  engineers  thought  that  was  the  best  location  right 
down  there  by  the  river,  without  blocking  any  street,  for  the  union  terminal, 
there  would  he  no  difficulty  in  arranging  it  with  the  Santa  Fe. 

"Commissioner  Thelen:  That  is  specifically  why  I  asked  the  question." 
The  Southern  Pacific-Salt  Lake  Plan  was  presented  by  these  roads, 
which,  together  with  the  Pacific  Electric  Railway,  a  subsidiary  of  the 
Southern  Pacific,  have  formulated  a  larger  plan  of  concentrating  their 
terminal  facilities  in  the  district  (roughly)  along  Alameda  Street  between 
Fourth  and  Eighth  Street.  This  larger  plan  is  evidenced  by  the  location 
of  the  Los  Angeles  Union  Terminal  Company  (or  wholesale  produce  mar- 
ket)   partly   on   Pacific    Electric   property    along    Central    Avenue    between 


Site   ior   a   Union    Passknger   Terminal  283 

Seventh  and  Eighth  Streets  and  by  the  location  of  the  proposed  Salt  Lake 
freight  terminal  (land  for  which  is  already  purchased)  on  Alameda  Street 
near  Eighth  Street.  It  is  also  evidenced  by  the  Southern  Pacific-Salt  Lake- 
Pacific  Electric  project  for  the  use  of  the  Southern  Pacific  depot  for  the  two 
steam  roads  and  for  the  joint  use  of  lands  and  joint  construction  of  ap- 
proaches  with   the    Pacific    Electric. 

We  have  really,  then,  but  three  locations: 

1.  The  Southern  Pacific  Site, 

2.  The  Santa  Pe  Site,  and 

3.  The  Plaza  Site, 

which  we  feel  justify  a  detailed  analysis  and  study.  These  will  be  taken 
up  in  order  and  their  principal  advantages  and  disadvantages  will  be  com- 
pared with  the  idea  of  selecting  the  most  favorable.  Later,  if  for  such  sites 
detailed  plans  for  their  development  may  have  been  presented,  these  plans 
will  be  analyzed. 

In  the  discussion  of  various  sites  and  plans,  criticism  of  unimportant 
details  which  may  be  satisfactorily  altered  and  improved  will  be  avoided, 
and  only  matters  of  comparative  importance  will  be  dealt  with. 

COMPARISON  OF  SITES  , 

Southern  Pacific  Site 

The  following  discussion  of  this  site  is  predicated  upon  its  use  with 
an  approach  by  means  of  an  elevated  structure  extending  from  Sixth  and 
Alameda  Streets  just  south  of  Sixth  Street  to  and  across  the  Los  Angeles 
River,  thence  turning  both  north  and  south  and  coming  to  grade  on  the 
Salt  Lake  right  of  way  near  Fourth  and  Ninth  Streets,  respectively. 

This  elevated  structure  includes  depression  of  the  intersection  of  Sixth 
and  Alameda  Streets  by  5  feet  and  the  construction  of  a  vehicular  subw-ay 
under  the  proposed  elevated  tracks.  This  is  more  clearly  brought  out  in 
l-'ig.  lis  on  page  3m. 

The  Southern  Pacific  site  is  bounded  by  Central  Avenue,  -Alameda  Street, 
Fourth  Street  and  Sixth  Street.  At  the  present  time,  how'ever.  not  all  of 
this  property  is  in  railroad  ownershi]),  the  frontage  along  Central  Avenue 
near  Sixth  Street  and  one  or  two  lots  along  Central  Avenue  but  near  Fourth 
Street,  being  in  private  ownership. 

A  further  adjunct  to  this  plan  contemplates  the  use  of  the  present 
Salt  Lake  freight  yard  on  the  east  side  of  the  river  for  a  coach  yard  when- 
ever necessary.  For  the  present  it  is  proposed  to  continue  to  use  the 
Southern  Pacific  coach  yard  located  along  .Mameda  Street  just  .south  of 
Seventh  Street,  the  Salt  Lake  i)assenger  equipment  to  be  handled  along  with 
Southern   Pacific  equipment. 

No  plans  have  been  submitted  showing  how  it  is  proposed  to  bring  the 
Santa  Fe  into  this  station  exceiit  for  the  statement  that  it  w..iil(l  join  tin- 
Southern  Pacific  tracks  at  Humboldt  Avenue  on  the  east  bank  n\  the  river. 


2X4  Los  Angeles  Terminal   Investigation 

It  may  be  added,  however,  that  this  appears  practicable  and  also  that  it  is 
feasible  to  bring  the  Santa  Fe  trains  from  the  south  into  the  station  by 
using  the  Salt  Lake  tracks  from  Hobart  to  the  station. 

Advantages 

The  principal  advantages  of  the  site  of  the  present  Southern  Pacihc 
station  for  a  union  terminal  are  these : 

1.  It  is  possible  to  provide  a  union  L.  C.  L.  freight  station  at  the  Santa  Fe 

site,  which  is  the  best  site  available  for  this  purpose. 

2.  It  is  possible  to  segregate  passengers  and  freight  on  different  sides  of  the 

river. 
J.     It  is  convenient  to  Inisiness.  hotel  and  shopping  districts. 

4.  Use  is  made  of  present  facilities,  cost  of  which  is  already  paid. 

5.  Elimination    of    all    grade    crossings    on    Seventh.    San    Pedro    and    .\liso 

Streets  for  through  Pacific  Electric  trains  is  provided  for. 

6.  Pacific  Electric  traffic  south  of  Los  Angeles  is  given  access  to  the  union 

station. 

7.  Loss  of  property  values  is  small,  if  there  is  any. 

8.  Passengers   are   not   obliged    to   pass    through    industrial    district   but   are 
carried  over  it. 

The  Southern  Pacific  site  has  a  number  of  advantages,  of  which  pos- 
sibly the  most  important  is  the  fact  that  it  makes  use  of  existing  facilities 
whose  cost  is  already  paid  for.  The  station  facilities,  including  the  building, 
trackage,  subways,  umbrella  sheds  and  minor  structures  cost  approximately 
$593,000.  The  cost  to  the  Southern  Pacific  of  the  land  used  (14.85  acres) 
was  appro.ximately  $347,298.  This  figure  represents  the  cost  of  the  land 
purchased  (2.59  acres)  and  the  land  acqi'ired  free  through  ordinance  (0.23 
acres). 

Practically  all  of  the  site  (12.03  acres)  was  donated  to  the  Southern 
Pacific  by  gift  deed  about  the  year  1889.  This  deed  carried  the  proviso  that 
if  the  site  were  not  used  for  a  passenger  statioiL  the  land  would  revert  to 
the  grantor  or  his  heirs.  The  deed  also  provided  that  a  restaurant  must 
be  maintained.  The  value  of  the  land,  however,  is  quite  another  inatter. 
Our  estimate  of  the  present  market  value  of  the  land  is  approximately 
$1.310..54S   and    of   all    .'^nuthern    Pacific    holdings    in    this    block.   $2,101,128 

Following  is  a  valuation  of  the  Arcade  Station  facilities: 

VALUATION— ARCADE  STATION   FACILITIES 

Land — Present  Market  Value — 

Southern   Pacific  Acres 

Wolfskin   deed   portion    12.03     $1,310,348 

Purchased    portions    2.59          720.780 

Acquired  through  ordinance   0.23            70.000 

14.85  $2,101,128 

Wells  Fargo  and  Company   23  70,000 


Total    15.08  $2,171,128 


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286  Los  AxGEr.ES  Terminal  Investigation 

Facilities — Approximate  Cost — 

Southern  Pacific   693,000 

Wells   Fargo  and   Company 45,000  738,000 

Total   $2,909,128 

The  cost  of  the  land  was  very  much  less,  being  $347,298  for  Southeni 
Pacific  lands  and  $83,550  for  Wells  Fargo  and  Company  Express  lands,  a 
total  of  $430,848.  This  is  $1,740,280  less  than  the  estimated  present  market 
value. 

Probably  the  next  most  important  advantage  in  the  use  of  this  site 
lies  in  the  complete  segregation  of  passenger  and  freight  movements  in  the 
industrial  district.  This  is  of  particular  importance  when  it  is  considered 
that  the  passenger  trains  are  diverted  to  the  east  bank  of  the  river,  leaving 
the  west  bank  free  to  act  as  a  main  lead  or  stem  from  which  the  industrial 
tracks  may  branch  ofif,  and  on  which  freight  traffic  and  switching  may  be 
carried  on  without  any  disturbance  whatever  by  passenger  train  movements 
of  any  kind. 

The  use  of  the  Southern  Pacific  site  as  a  union  passenger  station  makes 
it  possible  to  locate  the  tinion  less  than-carload  freight  station  on  a  very 
suitable  site — the  present  Santa  Fe  freight  yard  site. 

Including  with  this  plan  the  project  of  the  Pacific  Electric  to  do  away 
with  surface  operation  on  San  Pedro  and  yVliso  Streets,  it  is  possible  to 
eliminate  23,000  grade  crossing  movements  per  day.  This  number  was 
found  by  taking  the  number  of  trains  per  day  multiplied  by  the  number 
of  streets  crossed.  Bringing  the  Pacific  Electric  trains  from  points  south 
of  the  city  over  elevated  tracks  from  Seventh  and  Alameda  Streets  would 
eliminate  the  interurban  car  movement  on  San  Pedro  Street.  These  amount 
to  approximately  425  per  day.  The  total  reduction  of  grade  crossing  move- 
ments would,  then,  be  equal  to  4,250  per  day. 

Since  very  little  additional  new  land  is  necessary  (1.14  acres,  estimated 
to  cost  $56'),994)  and  since  two  of  the  steam  roads  in  Los  Angeles  arc 
in  favor  of  a  union  station  at  this  site,  it  would  be  possible  to  efYect  the 
cotisummation  of  the  Southern  Pacific-Salt  Lake  plan  with  little  or  no 
litigation. 

The  elevated  approach  makes  it  possible  to  bring  all  steam  road 
passengers  across  the  industrial  district  instead  of  through  it,  the  station 
being  approximately  on  the  western  edge  of  the  district. 

There  would  be  very  little  disturbance  of  property  values  if  the  Southern 
Pacific  site  were  continued  in  use  for  a  passenger  station  since  the  jiroperty 
values  are  now  built  up  on  the  basis  of  this  facility  in  this  location. 

The  Southern  Pacific  station  is  easy  of  access  to  the  hotel,  shopping 
and  business  districts,  both  to  the  retail  and  the  wholesale  districts.  At 
present  it  is  served  by  both  the  Los  Angeles  Railway  and  the  Pacific  Electric 
Railway  cross-town   lines:   the   passengers  board   either   of   these   lines   and 


J88  Los  Angeles  Tkr.minal   Ixvestigation 

are  carried  acioss  the  city  tnmi  east  to  west  and  can  reach  their  destinations 
with  usually  not  more  than  one  transfer. 

The  location  compares  not  unfavorably  with  other  locations  when 
viewed  from  the  aesthetic  standpoint.  The  station  is  at  the  end  of  one  of 
the  main  streets,  and  while  there  is  no  plaza  or  park  providing  a  setting 
for  the  building,  the  construction  of  such  a  plaza  is  not  impossible.  The 
buildings  in  this  vicinity  present,  perhaps,  a  little  better  appearance  than 
those  in  the  vicinity  of  either  the  Santa  Fe  or  the  Plaza  sites. 

Disadvantages 

The  principal  disadvantages  of  the  present  Southern  Pacific  site  are 
these: 

1.  The  site  is  not  large  enough  for  an  adequate  and  permanent  union  sta- 

tion such  as,  in  our  opinion,  is  appropriate  for  the  City  of  Los  .\ngeles. 
Not  only  does  it  appear  that  the  site  may  be  too  narrow  for  the  re- 
quired number  of  station  tracks,  but  there  seeins  to  be  insufficient 
room  for  proper  mail  and  express  facilities  and  also  for  baggage. 

2.  The  site  cannot  be  made  larger  without  closing  or  deflecting  Alameda 

Street  and  closing  or  moving  Fourth  Street  or  Sixth  Street. 

3.  The   plan   as   proposed   introduces   an   awkward    situation    at    Sixth    and 

-Mameda  Streets — a  perpetual  disadvantage  which  tlie  City  could  not 
look  upon  with  favor. 

4.  The   project   would   include   a   four-track   elevated   approach   and   curved 

bridges  over  the  Los  Angeles  River — expensive  to  build  and  expensive 
to  maintain.  The  fire  risk  of  approaches  built  through  a  district  in 
which  frame  construction  predominates,  would  be  large  unless  the 
approaches  are  made  fireproof,  which  would  be  expensive. 

5.  The  project  would  involve  the  crossing  of  important  thoroughfares.     It 

would  virtually  close  Fourth  Street,  actually  close  Fifth  Street  and 
depress  Sixth   Street. 

6.  The  station  would  either  be  a  stub  terminal  or  would  perpetuate  a  busy 

grade  crossing  at  Fourth  Street.  This  might  be  obviated  by  an  ex- 
pensive subway  for  Fourth  Street. 

7.  The  location  would  require  more  train  mileage  to  station,   coach  yards 

and  shops  than  other  sites.  The. continued  use  of  the  present  .Southern 
Pacific  coach  yard  would  be  impossible. 

8.  Little  land  would  be  released  from  railroad  use. 

9.  The  site  acts  as  a  dam  between  parts  of  the  retail  and  the  industrial  dis- 

tricts. 

10.  The  curvature  and  grades  of  the  station  approach  and  ladder  tracks  pre- 

sent a  distinct  operating  disadvantage. 

11.  The  site  is  not  well  situated  with  reference  to  future  rapid  transit  lines, 

since  it  is  1000  feet  distant  from  the  proposed  elevated  near  Sixth 
Street. 

The  most  important  question  of  the  Southern  Pacific  site  as  the  location 
for  a  union  station  refers  to  the  adequacy  of  space  available.  .V  witness  for 
the  Southern  Pacific  stated  (trans,  p.  592)  that  the  Southern  Pacific  plan  con- 
templates "improvement  or  enlargement  of  facilities  in  the  future  to  take 
care  of  all  possible  needs  of  this  community,"  and  that  "the  business  that 
would  come  into  this  town  'on  the  present  three  transcontinental  lines'  can 


SiiK    FOR    A    L'nion    1'.\ssi:n(;ki<    Tickminai.  2f<'> 

be  adequately  served  on  the  |)ni])ert.v  and  trackage  that  it  is  possible  to 
provide  in  that  depot  location  of  the  Southern  Pacific."  This  statement 
must  be  ,!;i\  en  consideration  and  weight  in  view  of  the  fact  that  it  was 
made  Ijy  a  resi)onsil)lc  oliicial  of  the  i)rini-i])al  railroad  involved. 

The  ma.xiniuin  nnnibcr  of  train  tracks  that  can  be  built  at  the  Southern 
Pacific  station  is  twelve.  It  is  impossible  to  increase  this  number  except 
by  encroaching  on  Central  Avenue  or  Alameda  Street,  or.  as  suggested 
by  a  witness  fur  the  Southern  I'acitic.  by  establishing  other  tracks  un  the 
east  side  of  Alameda  Street,  to  be  reached  by  means  of  a  tunnel  under  this 
street  from  the  present  station.  We  have  already  said  that  at  the  end 
of  twenty  \ears  140  trains  i)er  day  might  be  ex])ected.  basing  this  statement 
on  a  study  of  increases  in  the  past.  Twehe  tracks,  with  jjroper  apjiroach 
tracks,  will,  in  our  iii)iniiin.  handle  this  number  of  trains,  although  eighteen 
would  be  pieferablc. 

The  site  may  l)e  criticised  as  being  too  small  for  adecjuale  baggage,  mail 
and  express  facilities.  It  may  i^e  possible  to  increase  the  size  of  the  present 
baggage  room  and  ti)  construct  buildings  of  adec|uate  size  for  the  needs  of 
tiie  post  office  and  express  lousiness.  It  does  not,  however,  seem  possible 
to  locate  these  three  facilities,  with  tluir  trackage,  so  that  mail.  l)aggage 
and  express  can  ])e  handled  economically  at  grade.  This  objection  may  be 
overcome  by  a  change  in  the  i)lan  :  it  may  be  possible  to  have  the  station 
tracks  elevated  and  the  baggage,  mail  and  express  buildings  and  accessories 
located  at  the  present  grade. 

While  the  next  argument  against  the  Southern  Pacific  site  is  ap- 
parently one  of  the  more  or  less  distant  future,  it  is,  nevertheless,  of  very 
great  importance,  it  has  been  contended  that  the  siie  is  not  susceptible 
to  subwav  connections  running  north  and  south  through  the  business  dis- 
trict and  that  such  an  important  artery  of  traffic  should  ])ass  near  enough 
the  union  station  of  the  steam  roads  to  enable  passengers  to  transfer  from 
one  road  to  the  other.  The  eliminalicm  of  local  traffic  on  the  steam  roads 
makes,  and  will  make,  the  possibility  uf  such  a  transfer  very  desirable  for 
the  coinenience  of  the  puldic.  This  statement  is  predicated  on  the  assump- 
tion that  the  first,  and  probably  most  important,  subway  will  be  built  in 
a  northerlv  and  southerly  direction  somewhere  between  Main  and  Hill 
Streets. 

It  is  also  argued  that  the  money  spent  by  the  Pacific  Plectric  for  its 
part  of  the  plan  would  be  thrown  away.  To  a  certain  extent  this  is  true  for 
that  part  of  the  line  crossing  the  river.  Although  there  is  considerable  saving 
in  the  first  cost  of  an  elevated  as  com])ared  with  a  subway,  it  should  be  borne 
in  mind  that  the  subw.iv  in  Main  Street  will  doubtless  soon  become  a  neces- 
sity in  any  event,  since  it  would  effect  a  system  of  distribution  lengthwise 
of  the  business  district,  instead  of  at  right  angles  to  it.  The  Main  Street 
route  also  has  the  advantage  of  being  O.S  of  a   mile   shorter.     This   -ulnvay 


290  Los  AxGELES  Terminai.   Twestigatiox 

should  be  large  enough  to  handle  any  equipment.     In   Boston,  the  mistake 
was  made  of  making  the  first  subway  too  small. 

The  direct  effect  of  building  the  elevated  line  across  the  river  wnuld  l)e 
to  delay  the  construction  of  the  subway  by  partially  filling  the  need  for  one. 

The  establishment  of  a  union  station  at  the  Southern  Pacific  site  vir- 
tually closes  Fourth  Street,  actually  closes  Fifth  Street  and  introduces  a 
subway  in  Sixth  Street.  This  has  the  efifect  of  making  the  site  a  dam 
between  the  business  district  and  part  of  the  industrial  district.  Such  a 
condition  has  been  found  very  detrimental  in  other  cities  and  should  be 
avoided. 

It  will  not  be  possible  to  release  any  land  from  transportation  pur- 
poses except  the  Southern  Pacific  coach  yard.  Instead,  as  time  goes  on 
and  it  becomes  necessary  to  enlarge  the  station,  it  will  be  necessary  to  ac- 
quire more  land.  We  believe  it  will  be  to  the  best  interest  of  the  public 
and  of  the  railroads  to  hold  as  little  land  as  possible  for  transportation 
purposes. 

The  train  mileage  at  this  site  is  high  as  compared  with  the  mileage 
at  other  locations,  not  only  for  passenger  trains  but  for  light  passenger 
engines  and  passenger  equipment  switching.  The  cost  of  operation  of 
passenger  trains  (including  coach  yard  and  light  engine  movements)  if 
based  on  mileage  alone,  would  amount  to  about  $14,600  a  year  more  than 
at  the  Santa  Fe  site,  and  $81,000  more  than  at  the  Plaza  site.  Both 
these  figures  are  based  on  the  number  of  trains  in  1917  and  should  be 
increased  up  to  40  per  cent  for  the  future.  These  figures  do  not  take  into 
consideration  the  fact  that  the  elevated  approach  would  be  particularly  ex- 
pensive to  maintain,  the  costs  per  train  mile  used  not  including  this  addi- 
tional cost. 

The  best  alignment  and  grades  that  can  be  obtained  on  the  necessary 
curved  and  sloping  approach  at  Sixth  and  Alameda  Streets  are  too  severe 
for  approved  operating  conditions.  A  10°  curve  is  the  maximum  possible 
curve,  and  with  proper  compensation  therefor  (to  allow  for  curve  resistance), 
the  whole  approach  must  be  on  a  1  per  cent  grade.  This  includes  the  throat 
of  the  yard  and  all  tracks  south  of  the  umbrella  sheds. 

This  curvature  and  steep  grade  are  a   distinct  operating  disadvantage. 
Operation  on  such  approach  tracks  is  possible  but  is  far  less  favorable  than 
on  level  and  straight  approaches. 
The  Santa  Fe  Site 

The  present  site  of  the  Santa  Fe  station  and  freight  yards  on  the  west 
bank  of  the  river  between  First  and  Sixth  Streets  also  appeared  to  offer 
a  suitable  location  for  a  union  passenger  terminal,  and  we  have  made 
studies  to  show  what  is  possible  in  this  location.  As  noted  before,  this 
location  was  not  suggested  to  the  Commission  at  any  of  the  hearings  in 
these  consolidated  cases,  except  that  the  General  Counsel  of  the  Santa  Fe 
stated  that  his  road  had  a  large  tract  of  land  which  was  not  cut  by  streets 
and  which  was  suitable  for  a  union  station. 


Site   vtm  a  Union    Passenger   Terminal  291 

Before  listing  the  advantages  and  disadvantages  of  this  site,  it  is 
necessary  to  give  some  description  of  what  it  is  proposed  to  do:  It  is 
possible  to  construct  a  through  terminal  at  this  point  with  the  station  along 
Santa  Fe  Avenue  and  centering  on  Third  Street.  As  a  part  of  this  plan, 
the  Pacific  Electric  can  be  brought  from  the  Main  Street  depot  to  the  Los 
Angeles  River  in  the  same  manner  as  outlined  for  the  Southern  Pacific-Salt 
Lake  scheme.  Instead  of  crossing  the  river,  however,  it  is  proposed  to 
descend  to  grade,  continue  north  along  the  edge  of  the  station,  rise  south 
of  Aliso  Street  and  cross  over  the  river  and  the  tracks  on  the  east  bank. 
The  local  line  now  (in  Aliso  Street  would  be  retained  for  street  car  service, 
joining  the  high-speed  line  on  Aliso  Street  at  the  east  side  of  the  river. 
A  continuation  of  the  local  lines  on  Sixth  Street  from  Ceres  Avenue  to 
Mateo  Street  and  the  construction  of  a  three-rail  track  on  Mateo  Street  to 
the  station  is  also  contemj)lated. 

^\'ith  this  plan,  it  is  projjosed  to  construct  trackage  along  the  east  bank 
of  the  river  between  the  Southern  Pacific  tracks,  along  San  Fernando  Road 
to  Humboldt  Street,  and  to  use  the  east  bank  of  the  river  for  freight 
service.  The  coach  yard  would  be  established  at  the  present  site  of  the 
Santa  Fe  shop  yards.  The  present  freight  yard,  which  would  be  displaced, 
w'ould  be  re-located  at  Hobart,  a  tract  of  100  acres  for  this  purpose  having 
already  been  acquired  b_\-  the  .Santa  Fe. 

Advantages 

The  principal  advantages  of  the  Santa  Fe  site  may  be  listed  as  follows: 

1.  Adequate  space  is  provided  for  station  tracks. 

2.  Economical  operation  is  possible. 

3.  Connection   to  Pacific  Electric  lines  to  the  east  is  possible.     These  are 

lines  of  heaviest  traffic. 

4.  There  is  less  train  mileage  than  at  the  Southern  Pacific  site. 

5.  No  grade  crossings  of  railroads  are  introduced. 

6.  No  changes  in  streets  are  necessary. 

7.  A  through  terminal  is  provided. 

8.  Least  expense   for  viaducts  and  trackage   is  required. 

9.  Least  new  capital  is  required. 

10.  Loss  of  property  values  is  small. 

11.  Least  amount  of  land  is  required  for  railroad  purposes. 

12.  Lands  now  held  for  railroad  use  could  be  released. 

13.  Open  door  is  made  for  future  roads  entering  Los  Angeles. 

14.  Passenger  train  operation  on  .Alameda  .Street  would  be  eliminated. 

15.  Railroads   would   be  confined   to  natural  channel,   the  banks  of  the   Los 

.'\ngeles  River. 

16.  This  station  site  would  automatically  do  away  with  all  passenger  opera- 

tion on  .-Mameda  Street. 

A  union  station  at  the  Santa  Fe  site  would  be  economical  to  operate 
on  account  of  the  fact  that  a  through  terminal  could  be  established,  which 
would  make  it  possible  to  provide  only  a  relatively  small  number  of  tracks 
for  the  regular  trafiic  and   still  to  handle  abnormal   traffic   such  as  that  of 


.?U2  Los  Angeles   Teuminai.   I.w  estuiation 

exposition  years.  \\'itli  this  trackage  arranjjement  and  with  an  adequate 
number  of  approach  tracks.  tenii)orarily  heavy  traffic  couhl  be  handled  by 
additional  switch  engines.  This  plan,  then,  necessitates  less  maintenance 
expense  because  of  the  fewer  tracks,  and  less  operating  expense  because  of 
the  fewer  switch  engines  required  to  handle  the  switching. 

There  is  adequate  room  at  the  Santa  Fe  site  to  provide  baggage,  mail 
and  express  facilities  designed  for  the  most  convenient  and  most  econom- 
ical operation.  It  is  possible  to  construct  a  ntail  building  of  the  area  and 
in  the  shape  that  is  considered  most  desirable;  and  it  is  also  possible  to 
establish  an  express  station  of  a  long  and  narrow  shape  which  is  best  suited 
for  the  express  business  and  which  at  most  points  canncit  be  done.  Ade- 
quate head-end  trackage  is  possible. 

All  of  the  project  is  on  the  ground,  as  far  as  the  steam  roads  are  con- 
cerned. The  approaches  are  on  good  grades  with  little  or  no  cur\ature  and 
with  maintenance  less  than  for  elevated  structures.  No  streets  are  crossed 
at  grade  by  main  line  tracks. 

A  factor  of  considerable  importance  is  the  number  of  train  miles  at  this 
location,  which  would  be  considerably  less  than  at  the  Southern  Pacific  Sta- 
tion. This  item,  for  1-10  passenger  trains  per  day,  amounts  to  $20,000  per 
annum  saving  in  operating  expenses.  This  is  an  advantage  for  this  site 
over  the  Southern  Pacific  site  in  this  regard,  other  things  being  equal. 

Being  located  along  the  river,  this  site  would  require  small  expense  for 
viaducts  and  trackage  as  no  \  iaducts  would  be  necessary  except  those  across 
the  river.  These  viaducts  are  rcall)  part  of  the  cost  of  depressing  the 
tracks  and  raising  the  streets  and  of  eliminating  grades  along  the  river  and 
would  occur  with  any  plan. 

There  are  practically  no  approach  tracks  leading  from  the  trunk  lines 
along  the  river  to  the  station  yard.  The  length  of  approach  tracks  is  a  mini- 
mum, therefore,  at  this  site. 

Disadvantages 

The  chief  disadvantages  of  the  Santa  Fe  site  are  these : 

1.  The  combination  of  freight  switching  with  passeni>er  station  would  intro- 

duce serious  operating  disadvantages. 

2.  The   establishment   of  a   union    less   than    carload    freight   station    would 

be   impracticable. 

3.  The  location  is  rather  poor  from  an  aesthetic  standpoint. 

4.  The   location   is   difficult   of  access   on   account   of  the   few   and    narrow 

streets  through  the  industrial  district  and  crossed  by  spur  tracks. 

5.  The  Santa  Fe  freight  yard  would  have  to  be  moved  at  once. 

b.  The  site  is  not  well  located  with  reference  to  future  rapid  transit  lines. 
The  proposed  Pacific  Electric  express  route  is  0.8  miles  longer  from 
Aliso  Street  at  the  river  to  the  Sixth  Street  station  than  the  proposed 
subway  route  in  Main  Street,  which  accompanies  the  Plaza  plan. 

7.     The  site  is  further  from  retail  business,  shopping  and  hotel  districts. 

Perhajis  the  most  serious  objection  to  the  .Santa  Fe  site  arises  from  a 
combination  of  freight   ;iiid   p.assenger  l)usiness  along-  the   west  bank  of  the 


Situ    i'ok   a    I'nhin    I'assknckk   Terminal  293 

river.  There  is  no  (loul)t  that  the  west  bank  should  he  the  location  of  the 
main  switching'  leads  fur  the  transport  of  freight  cars  to  and  from  industry 
tracks  (at  present  there  are  140  of  these  tracks),  these  industry  tracks  to 
branch  oft"  the  main  leads  and  to  run  east  and  west  between  the  important 
east  and  west  streets.  Between  Alameda  Street  and  the  river  the  streets  in 
these  directions  are,  in  general,  more  imi)ortant  than  ilu-  ncirth  and  south 
streets.  Since  spur  tracks  must  cross  streets  at  grade,  the  lesser  e\  il  is  to 
cross  the  north  and  south  streets. 

The  switching  now  so  handled  is  to  be  increased  by  feeding  Alameda 
Street  from  several  points.  With  future  growth,  these  main  tracks  along 
the  river  will,  therefore,  be  a  very  important  factor  in  the  freight  situation. 
To  add  to  this  the  effect  of  traffic  created  by  a  union  passenger  station,  with 
the  train,  light  engine  and  coach  equipment  movements,  would  be  to  create 
a  situation  bound  to  breed  interference,  delays  and  expense.  Since  passen- 
ger trains  must  not  be  delayed,  the  freight  trains  will  be  delayed  although 
the  latter  traiftic  is,  in  fact,  the  more  im])ortant.  This  is  not  only  because  a 
few  minutes  of  time  lost  a  great  many  times  a  year  becomes  of  much  value, 
but  also  because  there  is  necessity  of  additional  switch  engines  to  handle  the 
trallic  in  a  satisfactory  manner.  This  interference  would  occur  especially 
in  the  vicinity  of  the  station,  where  switching  leads  would  lia\e  to  cross 
important  main   line  passenger  tracks. 

.Another  important  objection  is  the  fact  that  the  site  is  inconvenient  in 
regard  to  routes  for  suburban  ra])id  transit  lines.  This  is  true  especially 
if  it  is  conceded — as  we  think  it  must  he — that  the  future  of  Los  Angeles 
rapid  transit  lies  in  a  subway  system,  with  the  princijial  north  and  south 
subway  constructed  between  Main  and  Hill  Streets  and  the  princii:>al  east 
and  west  subway  east  of  Main  Street  constructed  between  Sixth  and 
Seventh   Streets. 

This  system  would  make  through  routing  and  district  stops  possible — 
something  which  has  been  found  very  desirable  for  suburban  transportation 
in  all  large  cities. 

The  fact  that  a  large  portion  of  the  Pacific  Electric  traffic  is  not  subiir- 
l<an  trallic  should  not  l)e  lost  site  of,  however,  .'suburban  business  is  usually 
conlined  to  a  zone  in  which  the  length  of  the.  longest  trip  does  not  exceed  one 
hour,  which  corresponds  to  a  distance  of  ajjiiroximately  20  lo  25  miles  from 
the  business  district.  The  Pacific  Rlectric  business  outside  of  this  suburban 
zone  would,  in  all  ])rol)abiiit>'.  be  better  handled  at  a  terminal  station  such  as 
the  present  station  at  Sixth  and  Main  .'Streets,  where  the  cars  stoj)  and  un- 
load all  passengers  at  one  ]ioint.  \\  ith  this  in  view,  the  arrangement  pro- 
])osed  for  the  Pacific  l'"lectric  is  not  so  bad  as  it  would  be  if  all  the  Pacific 
I'"lectric  traffic  were  strictly  suburban. 

The  Santa  l'"e  site  is  far  from  the  retail  slio])piug  and  hotel  districts. 
This  is  a  disadvantage  in  two  ways:  first,  the  passenger  requires  more  time 
to  reach   the  station,  and   second,  the  cost  of  hauling  the  express  matter  is 


294  Los   A.NT.ELKS   Terminal    Ix\  esth^atiox 

somewhat  greater.  Here  we  may  call  attention  to  the  fact  that  the  new- 
terminal  in  Kansas  City,  constructed  at  a  cost  of  some  $40.000,0OU.  is  not 
located  close  to  the  business  district.  The  St.  Louis  union  terminal,  also. 
is  not  so  located.  In  fact,  these  large  stations,  built  after  the  business  dis- 
trict of  the  citv  was  fairly  well  established,  have  usually  been  built  for  com- 
petitive and  ad\ertising  reasons.  The  most  consiiicuous  example  is  the 
^Pennsylvania  station  in  New  York. 

The  question  of  convenience  to  the  public  is.  after  all.  only  relative.  It 
must  be  borne  in  mind  that  it  may  be  a  mistake  to  locate  a  station  at  a 
point  convenient  for  the  users  of  the  steam  railroads  if,  at  the  same  time, 
the  far  greater  number  of  those  who  do  not  use  the  station  find  this  location 
inconvenient  by  reason  of  traffic  congestion,  grade  crossings  or  lack  of  street 
car  transportation. 

At  present  the  Santa  Fe  site  is  somewhat  difficult  of  access  on  account 
of  the  comparatively  few  streets  that  lead  to  it  directly :  First.  Second,  Third 
and  Fourth  Streets  are  the  only  east  and  west  streets  to  reach  this  site.  Sec- 
ond Street  is  narrow,  but  First,  Third  and  Fourth  Streets  are  as  wide  as 
practically  any  of  the  streets  in  the  business  district. 

If  this  site  were  adopted  and  the  Southern  Pacific  site  were  released 
from  transportation  purposes,  it  would  be  possible  to  cut  Fifth  Street  through 
and  thus  provide  another  route  to  the  station.  Hewitt  Street  could  also  be 
cut  through  to  Alameda  Street.  These  streets  leading  to  the  station  are 
crossed  at  many  points  by  industrv  spurs,  introducing  a  source  of  delay  and 
some  danger  to  the  travel  to  and  from  the  station. 

The  site  makes  no  particular  appeal  when  considered  from  the  aesthetic 
standpoint,  since  it  does  not  appear  possible  to  obtain  a  very  imposing  set- 
ting for  such  a  large  station  building  as  would  be  necessary.  Moreover,  the 
location  does  not  harmonize  with  the  general  principle  that  passengers  should 
not  be  obliged  to  pass  through  the  industrial  district  in  going  to  and  from 
the  station.  This  is  a  matter  not  so  much  of  time  as  of  the  impression  on 
the  traveler,  which  is  of  particular  importance  in  Los  Angeles  because  of 
the  extremely  large  number  of  tourists  visiting  the  citv. 

Under  this  plan  it  does  not  appear  possible  to  segregate  through  pas- 
senger and  freight  lines  to  the  two  banks  of  the  Los  Angeles  River.  In 
the  Southern  Pacific  ])lan.  through  freight  and  passenger  business  is  di- 
verted to  the  east  bank  and  the  west  bank  is  reserved  and  left  free  for  a 
trunk  line  serving  freight  stations,  team  tracks  and  industry  tracks,  ^^■ith 
the  passenger  station  at  the  Santa  Fe  site,  it  is  still  possible  to  divert  all 
through  freight  to  the  east  bank,  although  the  west  bank  would  have  to 
accommodate  the  trunk  freight  line  to  serve  the  Santa  Fe  freight  station  and 
industry  tracks  as  well  as  ])nivide  a  location  for  all  through  passenger 
lines. 

The  establishment  of  a  station  at  this  site  would  necessitate  the  moving 
of  the  Santa  Fe  freight  yard.     This  road  has  already  pnrch;iscd  a  tract.  100 


Site   for   a    Union    Passengkk   Tku.minai.  295 

acres  in  extent,  just  east  of  HoJiart  junction,  where  the  Santa  Fe  and  Salt 
Lake  cross. 

The  disadvantage  of  having-  to  move  the  freight  yard  lies  in  the  fact  that 
the  new  money  for  the  construction  of  the  new  yard  would  somehow  have 
to  be  provided.  It  should  be  noted,  however,  that  it  is  considered  necessary 
to  move  this  yard  at  some  time  in  the  near  future,  as  evidenced  by  the  pur- 
chase of  the  land. 

The  establishment  of  a  union  passenger  station  at  the  Santa  Fe  site 
would  necessitate  the  abandonment  of  the  present  .Southern  Pacific  facilities, 
not  only  the  station  and  trackage  but  also  the  coach  yard.  lint  it  should 
here  be  noted  that  the  Southern  Pacific  plan  also  contemplates  the  ultimate 
abandonment  of  its  present  coach  yard  along  Alameda  Street  just  south 
of  Seventh  Street. 

In  justice  to  this  and  other  sites,  it  should  be  said  that  we  have  not 
estimated  the  cost  of  establishing  a  plaza  or  park  for  this  station.  In  order 
to  make  the  estimates  really  comiKirable.  theretorc.  the  figure  for  the  cost 
of  facilities  at  this  point  would  have  to  be  increased  by  the  amount  of  the 
co.st  for  the  jiroper  setting  for  the  station.  The  reason  that  the  plaza  is 
not  included  in  this  plan  is  fminil  in  the  underlying  idea  that  in  our  opinion 
a  union  passenger  station  at  the  Santa  Fe  site  can  be  considered  from  a 
utilitarian  point  of  view  only,  and  is,  therefore,  less  expensive  than  a  more 
aesthetic  terminal  embodying  the  conception  of  the  monumental  gateway 
to  the  city. 

We  have  thought  it  desirable  and  necessary  to  prepare  detailed   plans 
showing    the    possibilities    of   this    location    and    to    make    estimates    of    the 
cost  of  a  union  station   at  this  point.     These   will  he  considered   later  and 
will  !ie  cfimpared  with  similar  plans  and  estimates  for  the  other  sites. 
The  Plaza  Site 

This  site  diti'ers  from  the  Santa  Fe  and  Southern  Pacific  sites  in  that 
it  includes  virtually  no  railroad  property.  Because  the  ]iroject  would  be 
entirely  new,  several  plans  have  been  i)rcsented  for  this  point,  dififering  in 
the  location  of  the  station  and  in  the  connections  between  the  station  yard 
and  the  main  line  tracks  near  the  river.  The  ad\-antages  and  disadvantages 
of  the  various  plans  are  taken  up  later,  the  present  discussion  being  con- 
fined to  the  general  location. 

Advanlages 

These  are  the  chief  advantages  of  the  Plaza  Site: 

1.  A  union  freight  station  is  possi])le  at  the  best  site  (the  Santa  Fe  site). 

2.  The  site  is  at  the  convergina;  point  of  many  streets  and  is  near  the  end 

of  the  principal  business  streets  of  Los  Angeles. 

3.  The  site  is  near  the  present  Pacific  Electric  lines  to  the  east. 

4.  The  site  is  near  a  point  which  will  probably  be  the  northerly  end  of  the 

first  subway  to  be  built  in  Los  Angeles.  This  subway  would  he  the 
best  means  of  serving  commuters  as  it  would  distribute  passengers 
through  the  business  district  instead  of  unloa'ling  them  at  one  depot 
from  which  they  would  be  obliged  to  walk  or  take  a  street  car. 


29f)  Lfis   Anc.ki.ks   Tkk.minai.    I  n\  icstuiatkin 

5.  This  staiiuii  site  would  automatically  do  away  with  all  passenger  opera- 

tion on  Alameda  Street. 

6.  Less  train  mileage  is  required. 

7.  This  site  would  distribute  the  maxiiiuiiii  mnnlier  of  passengers  without  a 

transfer. 

8.  The  site  is  convenient   to  coacli   yanls  and   shop  yards. 

9.  The  entire  project  i.s  on   the  ground. 

10.  .An  open  door  for  future  roads  entering  Los  Angeles  is  provided. 

11.  The  elimination  of  grade  crossings  may  be  economically  effected. 

12.  It  is  convenient  to  establish  locomotive  service  and  repair  facilites. 
Ki.  It  would  tend  to  stabilize  values  in  the  down-town  district. 

Proi)ai)l\-  the  iiinst  iiii])oi  laiit  argument  in  favor  of  the  f'laza  site  is 
the  fact  that  it  is  adjaeeiit  to  the  ftiture  north  and  south  sul)\va_v.  As  stated 
before,  we  believe  that  it  will  be  conceded  that  a  tmion  passenger  station 
should  he  located  near  the  principal  rapid  transit  lines.  We  also  believe 
that  such  a  stibwav  would  lie  between  Alain  and  Hill  Streets  on  account 
of  the  topography  C)f  this  part  of  the  city  and  that  it  would  jiass  tinder 
Main  Street  directly  west  of  the  Plaza. 

A\  ith  the  growing  tendency  to  electrify  the  local  steam  lines,  the  im- 
portance of  having  the  union  passenger  station  near  the  electric  lines  will 
be  considerably  increased. 

The  Plaza,  as  has  been  stated  many  times,  is  the  diverging  ])oint  of 
many  important  streets:  .Sunset  Boule\ard,  which  carries  \'ery  large 
\ehicular  trat'tic  (as  shown  in  Fig.  103  on  page  300)  to  and  from  Holly- 
wood; North  Broadway,  which  carries  an  equally  heavy  volume  of  traffic 
betweeen  Los  Angeles  and  Pasadena;  Macy  Street,  which  is  used  as  the 
entrance  of  the  N'alley  Boulevard  to  the  city:  I.os  .\ngeles  Street,  which 
carries  a  large  automobile  traffic  to  and  from  the  business  district,  since 
it  has  no  car  line;  and  Alameda  Street,  which  is  the  main  artery  of  the 
industrial  district.  All  these  streets  converge  at  this  ])oiiit.  making  it 
possible  to  reach  this  location  without  having  to  pass  through  the  busi- 
ness district  or  through  the  industrial  district  and  thus  avoiding  the  con- 
gestioii  in  those  districts. 

The  street  car  service  is  heavier  at  the  Plaza  thati  anywhere  else  in 
the  city,  and  more  lines  reach  this  location  than  at  anv  other  point. 

It  is  true  that  the  establishment  of  a  union  passenger  terminal  at  this 
jioint  WMiiIil  iniprcjve  property  values  in  the  \-icinity,  which  are  now  run 
down.  This  im])rovement  would  be  of  a<h-antage  to  the  city  on  account 
o!  the  taxes  and  the  increase  in  its  income.  This  increase,  however,  would 
not  be  offset  by  an  api)reciablc  itii])airnicnt  of  estiiblishcd  \;iltics  elsewhere, 
and  it  is  f|uitc  certain  that  the  gain  would   far  outw^'igh  ihc  impairment. 

One  of  the  principal  adxanlages  of  this  site  lies  in  its  con\-enience. 
It  is  convenient  for  the  ])nblic  and  convenient  for  the  r.iilroads.  It  is  near 
to  all  of  the  railroad  entrances  to  Los  Angeles,  northern  :ind  eastern,  which 
are  used  bv  60  per  cent  of  the  traitis  and  fully  70  i)er  cent  of  the  passengers. 


Sni-;    i(iK    A    I'xiiiN    I 'assenckk    'I'ickmixal  _'*'7 

This  particular  site,  as  shown  cm  some  of  the  plans,  appears  to  be  very 
desirable  from  an  architectural  and  civic  point  of  view  on  account  of  the 
fact  that  a  nmnunKntal  station  of  imjiosing  api)earance  and  fronted  by  an 
attracti\e  plaza  can  he  constructed.  This  plaza  would  be  of  use  in  acting 
as  a  lar^e  "traftic  button"  servinjj  to  segregate  into  streams  and  keep  clear 
from  congestion  the  very  large  vehicular  traffic  which  passes  this  vicinity. 
It  wduld  also  enable  one  to  gain  a  view  of  the  whole  front  of  tlie  structure — 
something  that  would  be  impossible  if  the  view  of  the  station  is  limited 
to  th-.'  width  of  a  street  in   front  of  it. 

A  station  yard  at  this  location  will  be  made  of  sufficient  size  to  take 
care  of  the  steam  road  business  for  20  or  30  years  to  come,  beyond  which 
time  it  is  probably  unwise  to  plan. 

Urider  some  of  the  particular  ])lans  for  a  station  at  this  site,  it  is  possible 
to  make  use  of  the  ])resent  Southern  Pacific  main  freight  yard  as  a  coach 
yard  This  is  \er_v  desirable  for  the  reason  that  in  the  brnader  plan  in- 
cluding the  treatment  of  the  freight  ])roblem  it  is  ])roposed  to  establish  the 
Southern  Pacific  freight  yard  along  the  San  Fernando  Road.  This  would 
result  in  throwing  the  present  yard  into  the  status  of  carrier  land  owned 
l)ut  no:  necessary  for  operative  purposes.  The  |)resent  main  freight  yard, 
while  \cry  desirable  as  railroad  land  because  of  its  large  size  uncut  by 
streets,  wnuld  not  be  particularly  desirable  for  any  other  purpose  because 
it  would  ha\e  frontage  on  I)ut  one  street — North  Sjjring — and  wnuld  n"t 
have  access  to  North  Broadway  since  that  street  is  so  much  higher  than 
the  general  level  of  the  yard  that  it  would  not  be  possible  to  reach  the  one 
from  the  other. 

There  is  some  sentimental  value  attached  to  the  Plaza  site:  The  I^laza 
is  the  center  of  the  original  boundary  of  the  City  of  Los  .Angeles,  and  the 
fact  that  the  railroad  gateway  wnuld  be  located  at  this  point  ajipcals  to  manv 
people  and  seems  particularly  a])pro])riate. 

Under  the  ]jlans,  the  entire  ])roiect  is  mi  llu-  gruund  and  rri|uires  w 
elevated  or  depressed  ajiproaches.  The  train  mileage  is  a  niiniinum  with 
a  station  at  the  Plaza.  This  applies  not  only  to  passenger  trains  but  also 
to  passenger  equipment  switching  movements,  and  is  a  source  of  saving 
whicli  ()ccurs  every  year.  Like  the  Southern  Pacific  and  Santa  Fe  sites, 
all  ]dans  ;it  this  site  would  do  away  with  all  passenger  train  o])eration  on 
Alamed:i  .Street. 

Disadvantages 

1.  The  cost  would  he  large. 

2.  It  is  not  prohal)Ie  that  pas.sengcr  and  freight  traffic  could  he  segre.a:aled  to 

the  different  sides  of  the  river. 
,i.     Two  more  viaducts  than  at  the  Santa  Fe  site  arc  required. 
4.     L  iitil  suhway  is  hnilt,  there  is  no  licnefit  to  present  commutation  service 

of  Pacific  Electric. 
.S.      Pacific  Electric  passengers  from  the  south  must  transfer. 
6.     This  site  has  heretofore  heen  opposed  bj'  the  railroads.     Litigation  might 

delav  consummation. 


298  Los  Angeles  Terminal  Investigation 

7.  This  would  be  a  stub-end  depot. 

8.  Several  streets  would  have  to  be  crossed  on  separated  grades. 

9.  Considerable  "new  money" — $10,000,000  would  be  required. 

The  most  important  argument  against  the  union  passenger  station  near 
the  Plaza  site  is  the  cost.  This  is  due  to  the  fact  that  practically  all  land 
would  have  to  be  acquired  from  private  owners,  necessitating  the  expenditure 
of  approximately  $3,500,000  more  than  the  amount  necessary  for  a  station 
at  either  the  Santa  Fe  or  the  Southern  Pacific  sites.  The  question  of 
whether  this  is  worth  while  or  not  is  not  entirely  an  engineering  matter 
but  depends  more  on  public  policy  and  city  planning,  including,  perhaps, 
the  idea  of  a  civic  center  in  Los  Angeles.  This  feature  is  also  largely  in- 
fluenced by  the  future  of  the  railroads,  that  is,  whether  they  are  to  return 
to  private  ctntrol,  are  to  be  purchased  by  the  Government  or  are  to  be 
operated  on  some  plan  intermediate  between  these  two  extremes.  If  the 
Federal  (loveniment  could  purchase  the  roads,  we  would  have  no  hesitancy 
in  stating  that  the  cost  would  be  well  worth  while  under  the  circum- 
stances, and  there  would  be  no  doubt  that  the  Southern  Pacific  site  would 
be  salvaged  and  would  go  a  long  way  toward  paying  for  the  cost  of  a  new 
station.  Unification  of  the  Los  Angeles  district  as  a  whole  would  take 
place,  freight  as  well  as  passenger  business  being  consolidated  and  a  union 
freight  station  being  established.  There  would  then  he  no  real  excuse  for 
the  retention  of  the  Southern  Pacific  site  for  railroad  purposes. 

If  the  roads  return  to  their  private  owners,  the  cost  assumes  a  more 
important  aspect  since  in  that  case  the  burden  would  be  placed  upon  par- 
ticular carriers  instead  of  uj)on  the  railroads  as  a  whole.  The  providing 
of  the  necessary  nev/  money   is  still  more  difficult. 

This  location  has  been  criticised  as  a  plan  of  private  interests  to  gain 
thiough  real  estate  operations.  It  goes  without  saying  that  argimients  of 
this  sort  carry  no  weight  in  this  report. 

With  the  station  at  this  site,  it  is  not  probable  that  passenger  and 
freight  tralfic  could  be  segregated  on  the  dift'erent  sides  of  the  Los  Angeles 
River.  This  is  the  same  situation  as  obtains  with  the  Santa  Fe  and  is  a 
disadvantage  as  compared  with  the  Southern  Pacific  site.  This  site  re- 
quires more  street  viaducts  than  the  Santa  Fe  site  but  this  disadvantage 
is  reflected  in  the  cost  of  establishing  the  station  and  in  that  way  has  already 
been  considered. 

Until  a  rapid  transit  subway  is  built,  a  station  at  this  site  is  of  no 
benefit  to  present  commutation  service  on  the  Pacific  Electric  lines  since 
this  road  would  continue  to  use  the  same  route  as  at  present.  This  site 
offers  no  particular  advantages  to  the  Pacific  Electric  passengers  from  the 
south,  who  would  probably  be  forced  to  transfer  under  any  plan. 

The  location  is  rather  distant  from  what  will  probably  be  the  shopping 
district  on  Seventh  and  Eighth  Streets,  west  of  Broadway.  Thus  it  would 
require  a  rather  long  trip  through  the  business  district.  This  we  consider 
a  minor  disadvantage,  however,  since  as  a  rule  steam    mad   passengers  do 


Snic   FOR  A   Uxio.N-    Passen(;kk   Ti-kmixaf.  299 

not  wish  to  reach  this  district  immediately  on  arriving  in  the  city.  It  is 
somewhat  doubtful  whether  the  establishment  of  a  station  would  cause 
congestion  of  heavy  vehicular  traffic  now  passing  the  Plaza.  This  traffic, 
while  heavy,  does  not  congest  because  the  streets  are  wide,  free  from  cars, 
and  relatively  high  speeds  can  be  maintained  on  account  of  the  absence  of 
necessary   stops. 

While  it  is  of  advantage  to  place  the  station  at  the  neck  of  the  bottle, 
U  should  not  be  forgotten  that  the  neck  must  be  large  enough  to  pass  the 
contents  quickly,  lest  congestion  result.  Only  careful  i)lanning  can  prevent 
this  congestion. 

This  plan  also  requires  the  abandonment  of  the  present  Southern  Pacific 
facilities.  \\'ith  regard  to  this,  it  should  be  noted  that  there  is  a  differ- 
ence of  opinion  as  to  the  legal  questimi  whether  the  present  Southern 
Pacific  site  could  be  sold  and  the  money  thus  received  placed  as  credit  to 
the  plan,  or  whether  the  site  would  revert  to  the  grantor  under  the  terms 
of  the  deed  by  virtue  of  which  the  Southern  Pacific  now  controls  the 
property. 

The  Plaza  site  offers  so  many  advantages  that  we  have  decided  to  con- 
sider all  of  the  detailed  plans  presented  to  the  Commission  for  a  union 
passenger  terminal  in  this  general  location,  analyzing  them  with  respect 
to  the  desirable  and  undesirable  features.  This  will  be  taken  up  later  in 
another  chapter. 

It  should  be  noted  that  the  Barnard  Plan  for  a  union  station  at  the 
Plaza  site  contemplates  the  closing  of  .\lameda  Street  from  .Miso  Street  to 
North  Spring  Street,  the  station  yard  running  across  this  street.  This  has 
a  very  important  eft'ect  on  the  present  Southern  Pacific  freight  station  at 
North  Spring  and  Alameda  Streets,  since  by  cutting  .Mameda  Street  this 
station  would  be  jiractically  isolated  from  the  industrial  district.  There 
remains  no  satisfactory  routing  for  travel  between  the  industrial  district  and 
the  freight  station.  Were  this  or  a  similar  plan  adopted,  it  would  be  neces- 
sary to  move  the  Southern  Pacific  freight  station  to  some  other  location. 
In  the  event  that  it  is  found  possible  and  practicable  to  locate  the  Southern 
Pacific  satisfactorily  elsewhere,  this  necessity  of  removing  could  not  be 
considered  a  disadvantage  to  the  Barnard  plan  for  the  Plaza  site.  On 
the  other  hand,  if  it  is  not  possible  to  find  a  satisfactory  location  for  the 
Southern  Pacific  freight  station,  this  is  an  argument  against  the  Barnard 
plan. 

The  Hawgood  and  .Storrow  Plans  for  the  Plaza  site  contemplate  a 
station  on  the  west  side  of  .Mameda  Street  between  Ferguson.  .Miso  and 
Macy  Streets,  with  the  concourse  on  the  east  side  of  .Mameda  Street.  The 
floor  of  the  station  and  the  concourse  would  be  17  feet  above  Alameda  Street 
if  the  tracks  in  .Mameda  .Street  are  to  be  eliminated,  or  2.^  feet  if  the  tracks 


SCALE  FOR  DISTANCES 
(APPROXIMATE) 


SCAUE   FOR  TRAFFIC  BANDS 
a    go       m 


■'"'^^^^/C 
^.^i^ 


AUTOMOB'  LES.  TRUCKS. 
WAGONS  a  MOTORCYCLES 
STREET  CARS 
S.p  TRAINS 

TOTAL  MOVEMENT 

14  HOURS 
VEHICLES  IS769 

STREETCARS     2240 
TRAINS  lOa 


Vi'lDTH  OF  BAND  REPRESENTS 
NUMBER  OF  VEHICLES. CARS 
OR  TRAIN  MOVEMENTS  PER 
AVERAGE  HOUR. 


AVERAGE    HOURLY  TRAFFIC    FLOW 

VICINITY  OF  PLAZA, LOS  ANGELES, CAL. 

FROM  6  AM  T08P.M 

MARCH  AND  MAY  1918 


CASE  970  ET  SEQ 
JUNE  1916  N»  lO-S 


falitrniiii  Uailn  ail  ( 


iiiiiission  Kngiiic'eliliK  ]Jel)l. 

KKJ.     ins.       TH.VFFIC    IN     \HIMTV 

diagrain    illustrates    the    ccimplexity    of    street   traffl 


This 
of  changes  in   the  street  plan 
vard  due  to   Holl.vwood  traffic 
Hiiuses  and  of  Macy  Street. 


OK    THK     ri.AZA 

and  the  volume  to  be  provided  for  in  cas^' 
Note  tlie  relatively  large  volume  on  Los  Angeles  S-treet  and  on  Sunset  Biiule- 
and   that  on  Alameda  Street  made  up  of  traffic  of  the  Southern  Paiiflc  Kreight 


SlTIC     Ff)R     A     I'niON      PaSSEXC.KK     Tr.KMINAI.  M)\ 

are  allowed  to  remain  in  Alameda  Street,  l-'orcing  the  passengers  to  ascend 
this  17  or  25  feet  is  not  desirable,  and  if  either  of  these  plans  are  under 
consideration,  this  difriculty  in  elevatinn  and  the  necessity  of  long-  ramps  or 
stairs  must  be  regarded  as  arguments  against  the  Pla/.a  site. 

With  either  the  Hawgood  or  Storrow  plans  it  will  be  necessary  to  cut 
through  the  pro])erty  and  ])Iant  of  the  Los  Angeles  das  and  Iilectric  Cor- 
poration located  along  both  sides  of  Center  Street,  ni  (irder  ti  >  jirovide 
sufhcient  length  for  the  station  yard;  and  the  consecpient  cost  of  removal 
of  this  i)lan  may  run  up  to  approximately  S500.000.  This  is  another  argunu-m 
against  the  adoption  of  either  of  these  i)lans  fur  a  union  station  in  the  vicinity 
of  the  Plaza. 


THE  JCTriN  RANDOLPH  HAYNES  AND 

DORA  HAYf'ES  FOUNDATION 

tlS.'^A.'^Y 

LOS  ANGELES,    -  -     CALIFORNIA 


CHAPTER  XII. 

OUTLINE 

Earlier  Plans 

The  Report  of  Charles  Alulford  Rubinson 
The  Report  of  Bion  J.  Arnold 

Plans  Presented  Before  the  Commission 

Central  Development  Association  Plans 
Hawgood  Plan 
Storrow  Plan 

Reasons  for  Rejection  of  Hawgood  and  Storrow  Plans 
Lands  Required  for  Hawgood  and  Storrow  Plans 

Business  Stability  Association  Plan 

Southern  Pacific-Salt  Lake  Plan  for  Joint  Station 
Proposed  Steam  Road  Construction 
Detailed  Description  of  Proposed  Construction 
Proposed  Pacific  Elecrtic  Construction 

Southern  Pacific  Plan  Revised  for  Union  Passenger  Terminal 
Track  Changes  at  Station 
Site  and  Building  Changes 
Alethod  of  Operation 
Coach  Yard 
Locomotive  Facilities 

Immediate  Construction  Necessary 


CHAPTER   XII 
PLANS  PRESENTED  FOR  UNION  PASSENGER  TERMINAL 

EARLIER  PLANS 
The  Report  of  Charles  Mulford  Robinson 

The  first  report  which  has  come  to  our  attention,  advocatins,'  the  estab- 
lishment of  a  union  passenger  station  in  Los  Angeles,  is  that  of  Mr.  Charles 
Mulford  Robinson,  which  was  made  in  the  latter  part  of  1907.  This  report 
was  rendered  to  the  Municipal  Art  Commission,  which,  in  1909,  rendered 
a  report  to  the  City  Council,  of  which  Mr.Robinson's  was  made  a  part. 

The  following  quotations  are  taken  from  the  report  of  Mr.  Robinson : 

"It  is  obvious  that  there  ought  to  be  a  Union  Station.  In  locating  this 
and  planning  approaches  to  it,  we  have  to  seek  the  maximum  of  eflfect  at  the 
minimum  of  e.xpense,  and  must  do  this  by  making  use  of  all  which  is  good  in 
the  present  situation.  The  location  of  the  Arcade  Station  is  good,  if  it  be 
suitably  developed;  the  tracks  on  .Alameda  Street  are  bad  and,  if  possible, 
must  be  given  up;  the  location  of  the  tracks  of  the  Santa  Fe  and  the  Salt 
Lake  Roads  is  , perhaps,  as  little  objectionable  as  possible.  We  have,  then, 
a  basis  on  which  to  work;  and  it  must  be  recognized  that  there  must  be  both 
give  and  take,  as  between  the  railroads  themselves  and  as  between  the  city 
and  railroads,  to  obtain  a  result  that  will  be  to  the  advantage  of  all. 

"My  recommendation  is  that  the  Union  Station  be  located  on  the  land 
now  occupied  by  the  .\rcade  Depot  and  its  surroundings,  that  the  Southern 
Pacific  abandon  the  use  of  Alameda  Street  by  through  trains,  thenceforth 
collecting  and  delivering  freight,  to  such  plants  as  are  reached  by  the  sidings 
from  that  track,  in  cars  propelled  by  electricity;  and  that  in  return  for  this 
relinquishment  of  Alameda  Street,  the  Southern  Pacific  be  given  a  right  of 
way  directly  east  from  the  present  .'\rcade  Depot  to  the  present  freight 
yards  of  the  Santa  Fe.  From  that  point  the  roads  can  be  depended  upon  to 
work  out  their  own  trackage  arrangements.  The  Santa  Fe  and  Salt  Lake 
should  be  allowed  trackage  facilities  over  the  new  right  of  way,  and  the  trains 
of  the  Southern  Pacific  should  then  enter  and  leave  the  city  along  the  line 
of  the  river.  As  the  Salt  Lake  Road,  now  does  this,  and  is  allied  with  the 
Southern  Pacific,  and  as  the  latter  would  still  have,  near  the  Buena  Vista 
Street  bridge,  convenient  access  to  the  extensive  yards,  this  plan  would  seem 
to  involve  no  serious  difficulties  in  view  of  the  advantages  to  be  derived.  For 
it  is  to  be  remembered  that  in  economy  of  administration,  in  convenience  to 
its  passen.gers,  and  in  the  transfer  of  baggage  and  mails,  a  Union  Station  is 
of  advantage  to  the  railroads,  as  well  as  to  the  public;  and  that  in  the  present 
instance  there  is  practically  no  local  competition  in  passenger  traflSc  between 
these  roads.  The  short  strip  through  which  it  is  proposed  that  the  city  give 
right  of  way,  in  return  for  the  restoration  of  .-Mameda  Street,  now  consists 
of  vacant  lots,  of  frame  cottages  and  shacks,  and  of  unimproved  streets. 
The  city  could  well  afford  to  make  such  a  change." 

It  was  Mr.  Robinson's  idea  tliat  the  station  building  be  placed  on  the 
axis  of  Fifth  Street,  centering  on  it.  so  as  to  give  a  fine  effect  and  "closing 
the  vista  of  the  street."  Fifth  Street  was  to  be  widened  to  192.3  feet,  from 
Gladys  Avenue  to  Los  Angeles  Street,  and  straightened  so  that  it  would 
lead   straight  away  "from    the   broad   plaza   planned   in   front  of  the  station 


304  Li>s  Angeles  Term  in ai.    Ixvestigation 

to  the  heart  oi  the  l.usiness  district."     So  far  as  we  know,  nothing  was  done 
about  the  establishment  of  a  union  station  at  that  tune. 
The  Report  of  Bion  J.  Arnold 

In  October,  I'^ll.  Mr.  Bion  J.  Arnold  rendered  a  preliminary  report 
upon  the  transi)ortation  problem  of  Los  Angeles,  which  dealt  not  only 
with  a  union  jjassenger  station  but  with  a  municipal  railroad,  grade  crossmgs, 
freight  handling.  local  street  and  interurban  railways,  immediate  relief  of 
congestion  on  .Main  Street,  city  and  district  j.lanning  and  a  comprehensive 
and    constructive    transit    plan. 

In  the  following  quotation  from  this  report  it  will  be  noted  Mr.  Arnold 
favored  the  establishment  of  a  union  station  at  the  Plaza,  although  not 
without  (|ualification.  as  discussed  later.  No  plans  were  presented,  how- 
ever, showing  any  of  the  details  of  such  a  proposed  station,  nor  even  its 
exact  location,  but  on  one  of  the  maps,  which  were  a  part  of  the  report, 
a  union  depot  is  shown  approximately  south  of  Aliso  Street  and  east  of 
San  Pedro  Street,  with  the  station  yard  tracks  parallel  to  Aliso  Street.  This 
is  in  a  very  similar  location  to  that  proposed  by  the  Hawgood  and  Storrow 

plans. 

"PASSENGER  STATIONS" 

"Each  of  the  tliree  transcontinental  lines  entering  Los  -Angeles— the 
Atchison,  Topeka  and  Santa  Fe  Railroad,  the  Southern  Pacific  Railroad,  and 
the  San  Pedro,  Los  .A.ngeles  and  Salt  Lake  Railroad,  have  their  own  inde- 
pendent passenger  terminal  and  depot.  The  Arcade  Depot  of  the  Southern 
Pacific  is  located  nearest  to  the  center  of  the  city,  but  it  is  old,  unsightly, 
inadequate  and  hardly  a  credit  to  either  the  city  or  the  company.  The  Santa 
Fe  Station  is  more  modern  and  sufiicient.  and  although  not  quite  as  favorably 
located,  it  will  proljably  be  considered  by  its  owners  as  equal  to  the  demands 
of  their  business  for  a  number  of  years  and  considerable  advantage  would 
have  to  be  demonstrated  to  get  them  interested  in  a  Union  Depot  project. 
The  Salt  Lake,  being  affiliated  with  the  Southern  Pacific,  would  probably  be 
glad  to  abandon  their  frame  depot  on  the  opposite  side  of  the  river  and  join 
the  latter  under  an  equitable  arrangement  in  any  proposed  station  and  ter- 
niinal  improvements. 

"Any  plans  which  are  made  for  a  new  depot  for  the  Southern  Pacific 
and  Salt  Lake  roads  would  naturally  include  some  convenient  transfer 
arrangement  between  these  transcontinental  steam  lines  and  the  network  of 
interurban  electric  lines,  and  in  considering  possible  sites  this  intimate  con- 
nection must  be  kept  in   mind. 

"There  would  appear  to  be  two  sites  for  such  a  station — one  that  of  the 
present  Arcade  Depot,  and  the  other  contiguous  to  the  present  Pacific  Electric 
terminal  building  at  Sixth  and  Main  Streets.  A  station  plan,  if  worked  out  in 
connection  with  the  proposed  elevated  or  subway  extension  for  the  inter- 
urban lines  running  back  to,  and  across  the  river,  could  be  made  convenient 
and  adequate  for  either  location. 

"It  would  be  a  mistake,  in  my  opinion,  not  to  encourage  the  railroads 
to  develop  and  submit  plans  for  a  terminal  station  of  this  character.  If  these 
plans  could  be  worked  out  so  as  also  to  accommodate  the  Santa  Fe  and  other 
future  transcontinental  roads,  which  no  doubt  in  time  will  reach  this  city 
either  over  new  or  present  tracks,  the  arrangement  would  be  all  the  more 
attractive. 


Plans    Prksi-xted    iok    a    I'mox    Passenger    Terminai,  305 

"In  the  course  of  time  the  l>ed  of  the  Los  Angeles  River  may  be  used 
for  additional  tracks  carrying  transcontinental  traffic,  but  my  study  of  the 
river-bed  has  led  me  to  the  conclusion  that  considerable  expense  will  be 
entailed  in  protecting  any  track  structure  from  possible  washouts,  and  that 
this  expense  will  not  be  justified  until  an  entrance  into  the  city  becomes  very 
valuable  and  difficult  to  secure.  If  the  flood  waters  which  now  go  to  waste 
are  ultimately  stored,  it  will  be  possible  to  take  care  of  the  excess  runoflf  by 
means  of  a  covered  conduit  in  such  a  manner  that  a  right  of  way  at  least 
100  feet  in  width  will  be  available,  and  this  at  such  an  elevation  that  sul)vvay 
branches  could  be  taken  ofT  from  the  river-bed  tracks  in  the  southern  part  of 
the  city.  As  the  river  does  not  run  in  the  direction  that  makes  it  useful 
for  taking  care  of  immediate  intcrurban  demands  and  as  the  present  steam 
lines  are  now  taken  care  of  along  the  protected  levees  or  river  banks,  the 
development  of  the  river-bed  itself  as  a  railroad  right  of  way  is  a  future 
possiiiility  which  need  not  seriously  affect  present  plans.  Any  elevated  struc- 
ture reaching  the  river,  however,  should  be  so  designed  that  a  sub-surface  or 
lower  track  terminal  could  be  built  so  as  to  parallel  and  double  the  upper 
track  capacity  at  some  time  in  the  distant  future. 

"If  the  Arcade  Depot  site  should  be  favored  liy  the  railroads  and  a 
Union  Station  arrangement  can  be  agreed  upon,  then  the  city  should  adopt 
the  plan  so  admirably  worked  out  several  years  ago  by  the  Municipal  Art 
Commission  and  Mr.  Charles  Mulford  Robinson  for  a  beautiful  and  effective 
approach  to  be  secured  by  widening  and  straightening  Fifth  Street  from  Los 
Angeles  Street  to  Central  Avenue.  If  a  Union  Station  is  not  possible,  then  it 
would  appear  better  to  encourage  the  Southern  Pacific  and  Salt  Lake  roads 
to  comljine  with  the  Pacific  Electric  in  a  splendid  station  adjoining  and  be- 
coming part  of  the  present  Pacific  Electric  terminal  building. 

•UXIOX  DEPOT  AT  THE   PL.'XZA." 

"If  all  of  the  competing  transcontinental  steam  roads  can  be  brought  to 
consider  a  Union  Depot,  independent  of  the  Arcade  site,  then  the  most 
natural  thought  in  regard  to  this  combined  railroad  entrance  to  the  city  is  to 
have  one  grand  monumental  portal  with  an  appropriate  setting  of  open 
spaces,  parkways  and   surrounding  buildings. 

"This  gateway  to  the  city  should  be  convenient  to  the  business  district 
with  plenty  of  main  arteries  leading  to  and  from  it:  it  should  be  easy  of 
access  from  the  street  railway  system,  and  particularly  in  the  case  of  Los 
Angeles  it  should  be  a  mixing  chamber  or  clearing  house  between  trans- 
continental and  interurban  passen.gcr  traffic. 

"It  does  not  take  a  lengthy  study  of  the  plan  of  the  city  and  its  trans- 
portation requirements  to  discover  that  there  is  one  site  which  is  adapted 
to  fultill  the  requirements  of  a  grand  central  depot  and  transfer  station  and 
this  location  is  in  the  immediate  vicinity  of  the  Plaza. 

"The  Plaza  was  the  exact  center  of  the  original  Spanish  grant  to  the 
Mission  Padres  of  one  league  each  way  from  this  central  point,  and  this 
original  area  of  twenty-eight  square  miles  constituted  the  city  limits  of  Los 
.Angeles  up  to  the  year  1869  and  was  not  materially  extended  until  the  year 
1896.  The  Plaza  was  the  starting  point  of  all  roads  which  lead  in  various 
directions,  following  in  their  meanderings  the  natural  topography  of  the 
country.  Then  the  street  plan  of  the  central  part  of  the  city  was  the  out- 
come of  efforts  to  parallel  these  original  main  highways.  The  result  is  that 
there  is  no  one  site  in  the  entire  city  which  can  be  reached  so  easily  from 
so  many  different  directions  as  this  original  Plaza,  and  as  modern  trans- 
portation naturally  follows  and  accentuates  primitive  pathways,  it  would  be 


306  Los  Angeles  Terminal  Investigation 

but  natural  to  have  this  original  center  of  the  older  town  come  into  its  own 
as  the  permanent  portal  of  the  newer  city  which  has  grown  up  about  it. 
But  there  are  many  other  reasons  for  favoring  this  location  for  a  Union 
Station.  Here  is  already  the  beginning  of  a  splendid  civic  and  administration 
center— with  the  Court  House,  Hall  of  Records,  Post  Office  and  Custom 
House  forming  an  imposing  group  of  monumental  buildings  and  a  crystal- 
lized sentiment  that  in  this  part  of  the  city  should  be  located  the  new  City 
Hall.  Furthermore,  the  business  section,  in  seeking  unobstructed  sites  for 
modern  buildings,  has  been  growing  away  from  this  original  center.  If  values 
of  property  in  this  vicinity  are  not  mantained  by  means  of  pubic  improve- 
ments of  this  character,  this  part  of  the  city  will  suffer  from  slow  paralysis 
and  Los  Angeles  is  too  young  and  active  a  city  to  afford  such  a  contingency 
in  any  of  its  parts. 

"The  natural  lay  of  the  land  at  this  point  allows  for  a  double-deck 
station  with  the  trains  on  the  lower  level,  while  the  broad  streets  and  pos- 
sible open  spaces  will  allow  for  sub-surface  subway  stations  and  storage 
tracks  at  a  minimum  expense. 

"The  greatest  opportunity  exists  here  for  the  planning  of  a  center  of 
civic  beauty  and  usefulness,  which  would  hardly  have  an  equal  in  all  the 
efforts  being  made  by  the  cities  throughout  the  country  to  surround  their 
public  buildings  with  imposing  settings. 

"This  report  is  not  intended  to  be  a  city  planning  program,  but  as 
transportation  is  the  fundamental  of  the  city  useful,  it  should  also  become 
the  foundation  for  the  city  beautiful.  It  is  pleasing  to  find  this  splendid 
opening  for  a  portal  which  will  allow  the  city  to  display  at  its  gates  the 
evidence  of  its  growth,  its  prosperity,  its  progress  in  government,  and  its 
possibilities  in  art. 

"The  first  impression  which  would  be  created  in  the  minds  of  the  visitor 
would  include  a  glimpse  of  the  original  Plaza  and  the  Old  Mission  directly 
back  of  it.  A  new  Plaza,  a  central  park  and  open  courts  should  take  the 
place  of  the  old  buildings  between  the  old  Plaza  and  the  Post  Office,  and 
this  breathing  space  would  act  as  a  foreground  to  the  new  City  Hall  and  to 
the  Post  Office,  which  buildings  would  naturally  be  located  with  an  open 
space  between  them  to  allow  for  their  future  growth.  Back  of  these  build- 
ings would  rise  the  Hill  Side  Park  with  terraced  gardens  furnishing  a  frame 
of  green  and  color.  Have  city  builders  ever  had  a  more  inspiring  oppor- 
tunity? 

"I  recognize  the  fact  that  an  enterprise  of  this  character  takes  form  very 
slowly  and  only  if  it  has  in  it  the  elements  which  will  attract  to  it  a  consensus 
of  favorable  opinion  can  it  be  carried  out.  I  do  not  advance  the  idea  as  an 
absolute  necessity,  as  I  have  already  pointed  out  other  sites  for  railroad 
stations  which  will  answer  all  the  commercial  purposes,  but  if  the  city  is 
really  desirous  of  putting  its  front  yard  in  order,  and  of  creating  such  a 
favorable  impression  on  the  visitor  within  its  gates  that  his  stay  may  be 
all  the  longer,  I  cannot  but  point  out  that  in  the  development  of  this  Plaza 
center  will  be  found  a  great  opportunity." 

Thi.s  analysis  of  the  situation,  we  believe,  is  sound  todav  and  the  City 
of  Los  An.efeies  should  not  lightly  pass  by  so  splendid  an  opportunity  for 
a  great  and  permanent  improvement  of  the  community. 

After  Mr.  Arnold's  report  was  submitted  to  the  City  of  Los  Angeles, 
little  was  done  toward  the  establishment  of  a  union  station.  In  1914,  how- 
ever, the  Southern  Pacific  came  forward  with  a  plan  for  replacing  the  old 


Plans    Presented    for    a    Union    Passenger    Terminal  307 

Arcade  Station,  which  was  quite  severely  criticised  in  Mr.  Arnold's  report, 
with  a  new  station.  This  plan  was  carried  through,  resulting  in  the  con- 
struction of  the  present  Southern  Pacific  station  at  Fifth  Street  and  Central 
Avenue. 

At  the  hearings  held  by  the  Commission,  several  detailed  plans  for  a 
station  were  presented. 

PLANS  PRESENTED  BEFORE  COMMISSION 
Central  Development  Association  Plan 

The  first  plan  submitted  to  the  Commission  was  that  of  the  Central 
Development  Association,  as  shown  on  its  Exhibit  No.  1,  and  as  described 
by  Mr.  Samuel  Storrow,  one  of  its  engineers.  This  plan  suggests  a  union 
terminal  located  near  the  Plaza.  The  station  building  would  be  located 
west  of  and  over  Alameda  Street  and  the  depot  yard  east  of  Alameda  Street, 
between  Aliso  and  Macy  Streets,  rather  short  in  length.  Passengers  going 
from  the  depot  to  the  trains  would  cross  over  Alameda  Street  and  thence 
down  to  the  station  platforms  by  means  of  either  stairs  or  ramps,  the 
vertical  drop  being  about  seventeen  feet,  the  tracks  on  Alameda  Street  to 
be  removed. 

The  connections  between  the  depot  tracks  and  the  present  lines  of 
the  steam  railroads  were  only  shown  in  the  rough  on  Central  Develop- 
ment Association  Exhibit  No.  1,  but  it  might  be  here  stated  that  the  route 
shown  corresponds  very  closely  to  the  route  of  the  proposed  Industrial 
Terminal  Railway  Company  and  makes  use.  to  a  large  extent,  of  its  lands 
and  those  of  the  Industrial  Development  Company,  corporations  controlled  by 
Mr.  L.  E.  Hanchett.  The  Industrial  Terminal  Railway  Company,  in  Ap- 
plication No.  2962,  asked  the  Commission  to  authorize  the  issue  of  stock 
for  the  purpose  of  constructing  an  industrial  railroad,  this  switching  and 
terminal  railroad  to  be  approximately  two  miles  in  length.  No  maps  were 
filed  with  this  application,  but  maps  were  filed  with  Application  No.  1803, 
an  earlier  application.  These  maps  do  not  show  the  proposed  location  of 
tracks  and  other  facilities,  but  they  do  show  the  right  of  way  as  the  company 
was  securing  it. 

Starting  at  Alameda  Street  at  a  point  about  200  feet  north  of  Aliso 
Street,  it  was  planned  to  secure  a  strip  of  right  of  way  165  feet  frum 
Alameda  Street  east  to  Ramirez  Street.  From  Ramirez  Street  the  width 
was  to  be  40  feet  to  Macy  Street,  which  was  crossed  about  280  feet  west 
of  its  junction  with  Lvon  Street;  from  here  it  continues  40  feet  in  width 
and  north  on  a  tangent  to  the  main  line  tracks  of  the  Santa  Fe.  A  60-foot 
strip  was  shown  from  this  point  to  the  river  tracks  of  the  Santa  Fe.  On 
the  east  bank  of  the  river  it  was  proposed  to  acquire  a  small  triangular 
tract,  the  project  ending  on  the  west  side  of  Alhambra  Avenue. 

This  route  crosses  about  eleven  tracks  of  other  railroads  and  the  Com- 
mission, in  Decision  No.  4553,  dated  August  18,  1917,  decided  that  it  would 


__^ ^ -SwS^9l9        NO"-' 

Pan  of  Exhibit  Xo.   1   of  Cvntral  Developmenl  AssoL-iatlon   (Reiirawn) 

FIG.  104.      PRELIMINARY  PLAN   OP   CENTRAI,   DEVKI.OPMENT  ASSOCIATION 

This  shov/s  one  of  the  locations  suggestea   for  the  Union    Passenger   'i'ernnnal    at    the    Plaza    with    connections 
to   existing   trackage.     This  plan   is  not  recommended. 


CASE    970 
MAY  3  1919  NO   5-ts 

Imluslrlal  Terminal  Railway  Co. 

FIG.    10.-..       MAP    SllO«INti    HOI  n.    OK    l\ni.>iTRIAL   TERMI\\I.    iJ\II.«AV   COMPANY 

Thi.s>   is    the    plan    propo&ed    in    Application    2962.      The   alignment    is  praoti.ally_  iilentical   with  that   shown    in    exhibit   Xo.    1, 


tlie  Central   Development  Association.     Dismissal   of   the   application   is  recommended. 


,^10  Los  Angeles  Terminal   Investigation 

not  authorize  the  issuance  of  this  stock  when  it  had  pending  an  investigation 
into  terminal  facilities  and  the  grade  crossing  situation  in  the  locality  where 
this  construction  was  proposed  to  be  made,  and  the  matter  is  now  in  abey- 
ance pending  the  Commission's  decision  in  Cases  970,  et  seq. 


Hatvgood  Plan 

Exhibit  No.  2  of  the  Central  Development  Association  is  an  archi- 
tectural drawing  showing,  first,  the  elevation  of  an  imposing  depot  and, 
second,  a  rough  track  plan  to  accompany  it.  As  the  connection  between 
the  depot  track  and  the  lines  of  the  steam  railroads,  as  shown  on  Exhibit 
No.  1  and  Xo.  3.  were  later  tlunight  impractical,  as  we  understand,  further 
detail  of  the  track  lavout  and  connections  were  sulimitted  as  Exhibit  No. 
4  of  the  Central  Development  Association,  this  plan  being  the  first  sub- 
mitted by  Mr.  H.  Hawgood,  one  of  its  engineers. 

Exhibit  No.  4  was  submitted  as  a  study  map — not  as  a  finished 
product — and  shows  fifteen  pairs  of  tracks  ranging  from  900  to  about  1400 
feet  long  in  the  depot  yard.  These  yard  tracks  are  connected  by  curved 
tracks  southerly  to  the  Santa  Fe  tracks  adjacent  to  the  river,  northerly  to 
the  present  main  line  Santa  Fe  tracks  some  900  feet  away  from  the  river 
and  north  of  Macy  Street,  and  to  the  Salt  Lake  tracks  south  of  Aliso  Street, 
by  means  of  a  bridge  across  the  river  and  a  curved  connection  (which  nearly 
reaches  Anderson  Street)  through  the  present  Salt  Lake  freight  yards.  At 
Alhambra  Avenue  the  Southern  Pacific  El  Paso  Line  is  reached  by  means 
of  a  curved  bridge  across  the  river,  and  the  Salt  Lake  Pasadena  Line  by  a 
curved  connection  north  of  Alhambra  Avenue  on  the  east  side  of  the  river. 

Central  Development  Association  F".xhibit  No.  5  is  a  still  more  detailed 
study  of  the  yard  tracks,  buildings,  platforms,  etc.  The  connections  to  the 
Santa  Fe.  Salt  Lake  and  Southern  Pacific  tracks,  which  are  not  shown. 
we  would  assume  to  be  the  same  as  proposed  in  Exhibit  No.  4,  except  for 
modifications  resulting  from  a  change  in  the  design  of  the  throat  of  the 
yard. 

It  will  be  noted  that  these  plans  simply  connect  the  proposed  depot 
yard  with  the  present  lines  of  the  Santa  Fe  and  Salt  Lake,  no  combinations 
of  steam  railroads  on  one  right  of  way  being  proposed,  except  the  com- 
bination of  the  Southern   Pacific  and  the   Santa   Fe  north   of   Macy   Street, 


Plans    Presented    eor    a    Union    Passenger    Terminal  311 


r-..    '[rr  r-  rr       -^ 


rl'nfl  rr  rr  - 


-WWB. 


Exhibit  No.  2  Central  Development  Association 

FIG.    106.       PKUSPKCTIVE    OP    lXIO!\'    TI'IUMIXAI,    AT    THK    PI.A'/,A 

This  Is  an  artist's  conception  of  the  possihilitii'S  of  tlie  site.  The  track  plan  at  the 
right  was  useJ  as  the  basis  for  tlie  perspective  but  was  ni>t  presented  as  being  ideal 
from  an   engineering  standpoint. 

arising  tlirough  the  proposed  elimination  of  Southern  Pacific  passenger 
service  on  Alameda  Street.  This  exhibit  shows  fourteen  passenger  tracks 
for  the  present,  arranged  in  ])airs,  witli  platforms  between,  the  platforms 
to  be  reached  from  the  concourse  1)y  means  of  ramps  on  a  10  per  cent 
slope.  Future  extensions  would  be  made  to  the  south.  These  plans  were 
severely  critisized  by  a  witness  for  the  Southern  Pacific  and,  as  a  result 
of  this  criticism,  a  detailed  ])lan  on  a  scale  of  fifty  feet  to  the  inch  was 
made  and  transmitted  to  us  in  February,  1018. 

This  plan  was  submitted  with  the  following  comments: 

■•rhi.s  map.  entitled  TR.\CK  TL.^N  FOR  PROPOSED  PL.'^Z.^  ST.A- 
TION,  scale  SO  feet  to  one  inch,  is  a  compilation  of  sundry  large  scale  detail 
studies,  upon  which  Exhibit  No.  5  was  based.  It  is  of  the  nature  of  a  pre- 
liminary plan,  and  will  probably  admit  of  changes  and  additions  that  with- 
out changing   the  general  layout  would   make  for  increased   efficiency. 

"The  plan  differs  from  Exhibit  N'o.  .^  in  three  respects: 

"First:  The  Salt  Lake  tracks  are  shown  connected  with  the  wye  at  the 
east  end  of  yard,  beyond  the  throat.  This  permits  of  the  trains  of  all  three 
roads  being  turned  close  in  without  loss  of  mileage  in  running  to  a  distant 
wye.  \n  additional  track  is  shown  paralleling  the  north  main  line  at  the 
north  end  of  the  wye  for  the  purpose  of  giving  standing  room  clear  of  main 
lines  for  trains  waiting  to  turn. 

"Second:     The  cross-over,  connecting  with   slips  the  outbound  Santa   Fe 


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FIG     100.      THE   HAWGOOD    PLAN 

The  principal  objection  to  this  plan  is  that  the  distance  between  Alameda  Street  and 
the  Santa  Fe  line  is  too  short  for  the  development  of  the  station  yard  and  throat  tracks, 
according  to  the  best  practice.  There  is'  also  too  much  interference  witli  freight  move- 
ments at  the  river.     The  plan  is  not  recommended. 


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317 


316  Los  Angeles  Terminal  Investigation 

track  to  all  the  other  tracks,  as  contemplated  in  Exhibit  No.  5,  has  been 
changed  to  a  cross-over  which  runs  through  the  inbound  Santa  Fe  track 
without  slips,  with  separate  connection  between  inbound  Santa  Fe  and  out- 
bound Salt  Lake.  All  as  shown  on  the  map.  Distance  is  saved  by  this 
method. 

"Third:  Exhibit  No.  5  indicates  a  single  structure  to  accommodate 
two  express  companies,  the  present  plan  presents  as  an  alternative  separate 
tracks  and  separate  houses  for  each  of  two  companies  and  space  for  a  third 
unit.  The  buildings  are  sliown  each  as  185  x  SO,  giving  a  floor  space  of  9,250 
square  feet,  which  is  liberal  in  the  light  of  space  used  for  similar  purposes 
in  important  stations." 

This  50  foot  scale  plan  and  Central  Development  Association  Exhibit 
Numbers  4  and  5  may  be  called  the  Hawgood  Plan.  They  are  shown  com- 
I.)ined  in  Fig.  109  on  page  314. 

It  will  be  noted  that  the  Hawgood  Plan  does  not  present  any  pro- 
posed location  for  coach  yards.  We  have  learned  from  him,  however,  that 
he  intended  to  leave  this  feature  to  the  judgment  of  the  Commission's 
engineers. 

SlorroTV  Plan 

The  Storrow  Plan  (Central  Development  Association  Exhibit  Nos.  18 
and  19)  was  presented  as  an  alternative  arrangement  also  making  use  of 
the  tract  of  land  lying  between  Aliso,  Macy  and  Alameda  Streets  and  the 
Los  Angeles  River,  and  locating  the  depot  on  the  west  side  of  Alameda 
Street  at  the  Plaza.  The  plan  differs  from  the  Hawgood  plan  principally 
in  the  arrangement  of  connections,  or  approaches  to  the  Southern  Pacific, 
Santa  Fe  and  Salt  Lake  tracks  and  in  the  proposal  to  bring  the  Pacific 
Electric  tracks  practically  into  the  station.  On  the  less  detailed  plan,  it 
will  be  noted,  Mr,  Storrow  proposes  to  have  the  Southern  Pacific  tracks 
moved  from  Alhambra  Avenue,  this  to  be  accomplished  by  building  new 
tracks  adjacent  to,  south  of,  and  parallel  to  the  present  tracks  on  Alhambra 
Avenue  from  a  point  opposite  Eastlake  Park  to  a  point  near  Daly  Street, 
thence  the  passenger  traffic  will  take  the  route  along  tracks  to  be  con- 
structed' along  the  southerly  edge  of  the  Southern  Pacific  shop  property 
and  across  the  river  on  a  bridge  between  Aliso  and  Macy  Streets.  A  con- 
nection with  the  Salt  Lake  tracks  would  be  inade  similar  to  that  in  the 
Hawgood  plan ;  no  use,  however,  would  be  made  of  the  Santa  Fe  tracks  for 
through   passenger  traffic,  both   the   Santa   Fe   and   the   Southern   Pacific  to 


1 


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317 


JAOS3-J3eKIA    OOJ 


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via.  III.     TBB  STOUROW  PLAN 

This  p1»n  U  atmllar  to  the  HawsooA  Plan,  and  It  Is  subject  to  th«  same  obiectlons.     Tha  curved  brldKes  crossing  the  river  tracio  at  grade  will  not  fit  In 
plan  of  trftck  d«pTM*lon.    The  plan  In,  Iherelore,  oot  r»aoinnr> ended. 


I  (vltli  the  general 


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318 


Los  Angeles  Terminal   Investigation 


EL   272    2    T  R^ 


SECTION  THRU  PLAZA  TERMINAL 

CENTRAL  DEVELOPMCNT  ASSOCIATION    E  X  M  I  6  I  T    NO    8    REDRAWN 


SCALE  IN  FEET 


CITV  DATUM 


CASE   970 
APR    1919      NaZ-ISA 


Exhibit  No.  8  Central  Development  Association   (Kevised  and  redrawn) 

PIG.   113.      SECTION   THROVfiH    PLAZA    TERMINAL 

This  is  a  section  through  the  building  shown  in  Exhibit  No.  9  (Fig.  lOS).  Much  of  the 
advantage  of  the  stub  station  is  lost  by  requiring  passengers  to  climb  from  the  level  nf 
the  station  platforms  up  to  the  level  of  the  waiting  room,  a  rise  of  about  21  feet.  The 
street  below  the  station  building,  will  add  to  the  difhcullifs  of  construction. 

use  tracks  on  the  east  bank  of  the  river  for  their  northern  exits.  It  is  pro- 
posed to  bring  the  Pacific  Electric  across  the  river  by  a  high-level  third 
bridge,  cros.'^ing  over  the  steam  roads,  and  thence  into  a  depot  on  the  east 
side  of  Alameda  Street  and  south  of  the  proposed  union  depot  for  the 
steam  reads. 

All  steam  railroad  crossings  are  to  be  at  grade.  Mr.  Storrow  proposed 
that  a  union  coach  yard  be  located  partly  within  the  present  Southern 
Pacinc  shop  grounds  along  Alhambra  Avenue  and  east  of  the  river,  and 
partly  on  land  to  be  acquired  between  the  shop  grounds  and  the  river, 
a  tract  commonly  known  as  the  Stern  Tract. 

riie  ultimate  elimination  of  the  present  Southern  Pacific  tracks  on 
Alameda  Street  was  dwelt  upon  as  a  very  desirable  part  of  this  plan.  The 
establishment  of  a  union  belt  line  or  system  for  handling  freight  was  also 
recommended. 


Reasons  for  Rejection  of  Hawgood  and  StorTow  Plans 

Since   both    the    Hawgood    and    Storrow    plans   make   use   of   the    same 


319 


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320  Los  AxGEi.ES  Terminal  Investigation 

site  for  a  union  passenger  station  building  and  j'ard,  they  may  be  properly 
considered  together. 

It  should  be  noted  that  no  criticism  is  directed  against  details  which 
art  subject  to  change  and  which,  as  we  think,  do  not  affect  the  plan  as 
a  whole.  Such  criticism  is  unwarranted  and  leads  to  no  useful  end.  The 
effort  to  improve,  rather  than  enlarge  upon,  these  defects  in  detail  is  more 
helpful. 

The  Hawgood  plan,  like  the  Storrow  plan,  proposes  a  site  approximately 
parallel  to  ^lacy  Street  and  east  of  Alameda  Street.  This  is.  perhaps,  one 
of  the  worst  features  of  these  two  plans.  The  site  proposed  for  the  station 
building  and  its  setting  is  so  shaped  that  it  is  impossible  to  obtain  the 
symmetrical  arrangement  necessar\-  from  an  architectural  standpoint.  Ala- 
meda Street  would  form  the  easterly  boundary  and  Main  Street  the  westerly. 
The  north  and  south  boundaries  could  be  made  parallel,  but  the  angle  be- 
tween Main  Street  and  Alameda  Street  is  such  that  a  rectangular  area  is 
not  feasible.  The  area  in  front  of  the  proposed  station  is  not  only  of  poor 
shape,  but  is  too  small  for  such  a  station  building  as  would  be  appropriate 
in  Los  .\ngeles.    See  also  Fig.  107  on  page  312. 

The  next  bad  feature  lies  in  the  fact  that  the  concourse  and  statiori 
would  be  20  feet  above  the  station  platforms.  Central  Development  As- 
sociation Exhibit  No.  6  shows  the  station  lioor  at  elevation  293.  and  the 
station  platforms  at  elevation  27Z,  Alameda  Street  being  lowered  about  3 
feet  to  elevation  2b9  and  the  difference  of  20  feet  (292>-27}>)  being  what  the 
passenger  would  be  required  to  climb,  by  means  of  a  ramp,  in  leaving  the 
station.  While  this  distance  is  equalled  at  other  stations  in  this  country, 
it  is  not  good  practice  and  should  be  avoided,  if  possible.  Fixing  the 
station  platforms  at  elevation  273  also  prohibits  any  separation  of  grades 
at  the  river,  based  on  the  assumption  that  the  throat  of  the  yard  would 
extend  that  far,  as  taken  up  later.  This  is  due  to  the  location  of  the  crossings 
of  the  approach  tracks  and  the  river  tracks  with  respect  to  the  proposed 
grades  along  the  river  and  the  crossings  of  ZSIacy  and  Aliso  Streets. 

The  Storrow  plan,  advocating  the  removal  of  the  Alameda  Street  tracks, 
reduces  the  climb  from  the  station  platforms  to  the  station  floor  to  13  feet, 
the  station  being  proposed  at  elevation  286.  Alameda  Street  remaining,  as 
at  present,  at  elevation  270  and  the  station  platforms  at  elevation  271.  the 
same  as  in  the  Hawgood  Plan,  these  being  given  in  the  Central  Develop- 
ment Association  Exhibit  Xo.  19.  This  dift'erence  arises  from  the  fact 
that  with  the  tracks  in  Alameda  Street  the  required  overhead  clearance  is 
22  feet  but.  with  the  tracks  removed,  the  required  clearance  is  but  14 
feet.  A  climb  of  13  feet  is  not  excessive,  but.  as  we  do  not  recommend 
the  removal  of  the  .\lameda  Street  tracks,  it  is  impossible  to  consider  that 
13  feet  is  obtainable.  This  plan  also  contemplates  the  station  platforms 
at  elevation  273  and  it  is  equally  impossible  to  obtain  a  separation  of  grades 
of  the  station  approach  tracks  and  the  tracks  along  the  river.  Referring 
again   to   Central   Development  Association's   Exhibit    Xo.    19.   we    wish   to 


PuAxs    Presexted   for   a   Uxiox    Passexger   Terxiixal  321 

call  attention  to  the  fact  that  we  consider  the  layout  shown  at  the  crossing 
of  the  northerly  curve,  approach  and  tracks  on  the  east  bank  of  the  river 
to  present  impossible  operating  conditions.  While  this  may  appear  to  be 
criticism  of  a  detail,  it  does  not  appear  possible  to  provide  a  satisfactory 
solution  of  the  difficulty  imposed  by  this  crossing. 

A  third  point  which  is  not  in  favor  of  this  site  is  that,  in  order  to  pro- 
vide adequate  throat  room  in  the  passenger  depot  yard,  it  will  be  necessary 
to  construct  through  curved  bridges  across  the  Los  .\ngeles  River,  and 
the  cost  of  these  bridges  and  the  necessary-  connections,  when  added  to 
the  cost  of  the  land,  makes  a  total  amount  for  which  we  think  better 
facilities  may  be  purchased  or  provided. 

Referring  to   Fig.    110   (page  Track    Plans   for   Proposed    Plaza 

Union  Station.  Scale  5ff=l  inch,  via^ed  Febmarj-.  1918.  which  is  the 
last  plan  presented  by  Mr.  Hawgood  and  the  one  toward  which  criticism 
should  be  turned,  we  note  that  the  distance  from  the  ends  of  station  tracks 
to  the  curves  of  the  wye  is  too  short  to  admit  of  fulfillment  of  the  general 
principle — ^that  all  station  tracks  must  be  fairly  accessible  from  the  approach 
tracks.  Seventeen  tracks  shown  by  solid  lines  are  fairly  accessible,  but  the 
nine  tracks  in  dotted  lines  are  not.  and  cannot  be  made  so. 

This  is  sufficient  reason  to  reject  the  plan  as  it  is.  but  we  ha\c  at- 
tempted to  do  Justice  to  this  general  plan  by  redrawing  it  so  that  this  feature 
be  eliminated  and  have  concluded,  as  noted  before,  that  the  only  way  in 
which  this  can  be  accomplished  is  to  have  the  throat  of  the  yard  so  near 
the  river  that  connections  must  be  made  to  the  tracks  on  the  east  side 
of  the  river  and  these  must  be  made  by  means  of  cur\-ed  bridges  across 
the  river. 

While  these  curved  bridges  are  objectionable,  from  the  view  of  cost, 
they  are  not  impracticable  and  are  not  in  themselves  sufficient  reason  for 
rejection  of  this  plan. 

This  arrangement  would  r.ecc~?;:j.:c  cue  i'.<i.^aig  oi  the  Santa  Fe 
passenger  trains  on  the  east  and  this  is  rather  desirable,  as  it  leaves  the 
west  bank  free  for  freight.  The  situation  that  would  result  from  the 
adoption  of  this  plan  has.  however,  one  extremely  bad  feature:  The  throat 
of  the  yard  would  be  crossed  at  grade  by  the  tracks  to  be  used  for  freight 
on  the  west  bank  of  the  river.  The  introduction  of  such  a  grade  crossing 
would  ultimately  result  in  such  congestion  that  operation  would  be  very 
difficult.  As  such  a  grade  crossing  apparently  cannot  be  avoided,  there  is 
introduced  a  very  serious  objection  to  these  plans. 

With  the  throat  of  the  >^rd  near  the  river,  it  would  be  necessary  to 
ran  through  the  gas  plant  of  the  Los  .\ngeles  Gas  and  Electric  Company, 
resulting  in  a  large  cost,  due  to  damages — another  argument  against  these 
plans. 

As  noted  before,  the  coach  yard  was  not  discussed  by  Mr.  Hawgood 
and   his   testimony    does   not   disclose   his   plans    with   regard   to   this   im- 


322  Los  AxGELEs  Terminal  Investigation 

portant  feature  of  any  terminal.  It  appears  that  the  best  location  to  fit 
this  plan  is  the  present  Salt  Lake  freight  yard  where  a  union  coach  yard  is 
possible.  Some  storage  should,  however,  be  provided  for  at  the  depot  yard. 
It  will  also  be  seen  that  in  the  Hawgood  Plan  it  is  intended  to  use 
the  right  of  way  of  the  main  line  of  the  Santa  Fe  north  of  Macy  Street 
for  Southern  Pacific  trains.  How  these  trains  are  to  cross  the  river  and 
proceed  along  Alhambra  Avenue  is  not  disclosed  in  this  plan,  and  we  must 
assume  it  to  be  the  same  in  this  respect  as  on  Central  Development  As- 
sociation Exhibit  No.  4,  namely,  a  curved  bridge  south  of  Southern  Pacific 
bridge  across  the  Los  Angeles  River  at  Alhambra  Avenue.  The  connection 
to  the  Salt  Lake  tracks  is  also  indicated  on  this  exhibit,  the  Pasadena  line 
to  be  reached  by  a  curved  connection  from  the  above  mentioned  curved 
bridge  and  the  main  line  rumiing  south  along  the  Los  Angeles  River  by  a 
bridge  between  Macy  and  Aliso  Streets  and  thence  by  a  curve  which  wouia 
be  adjacent  to  Anderson  Street  between  Aliso  and  Kearny  Streets,  and 
connecting  with  the  present  main  line  about  at  First  Street.  The  yard 
connects  with  the  Santa  Fe  tracks  approximately  at  their  intersection  with 
Aliso  Street.  These  connections  would  be  expensive,  and  we  believe  would 
present  unfavorable  operating  conditions,  on  account  of  the  excessive 
curvature  that  is  unfavorable  when  compared  to  something  else  which  is 
better.  However,  we  do  not  wish  to  criticise  this  plan  for  such  details  as 
may  be  re-arranged,  and  attention  is  only  drawn  to  these  points  to  bring 
out  the  fact  that  the  plan  is  more  or  less  incomplete,  and  what  really  is 
presented  is  a  passenger  station  yard  along  Aliso  Street  and  west  of  Alameda 
Street.  It  should  be  noted  that,  in  order  to  fit  this  plan  in  with  the  de- 
pression ui  the  tracks  along  the  ri\er,  the  curved  l^ridges  should  neces- 
sarily be  of  through  construction,  as  there  would  be  insufticient  clearance 
for  deck  structures. 

As  in  the  Hawgood  Plan,  the  Storrow  Plan  provides  for  a  passenger 
station  and  concourses  about  17  feet  above  the  level  of  the  tracks  and  the 
station  yard.  This  plan  proposes  the  elimination  of  the  tracks  on  Alameda 
Street.  The  vertical  drop  from  the  station  to  the  yard  would  be  only  that 
required  for  clearance  over  a  street  without  tracks,  and  which  is  about  17 
feet,  and  not  that  which  might  be  required  under  the  Hawgood  Plan.  The 
latter  is  silent  as  to  the  removal  of  the  tracks  on  Alameda  Street  and  a  23 
foot  drop  is  required  if  these  tracks  are  allowed  to  remain. 

Ihe  fact  that  the  passengers  would  be  compelled  to  ascend  or  descend 
such  long  ramps — stairs  are  out  of  the  question — is  another  one  of  the 
principal  objections  to  either  of  these  plans. 

Mr.  Storrow's  approaches  to  the  station  yard  are  quite  different  from 
those  of  the  Hawgood  Plan.  The  Storrow  Plan  is  based  upon  the  removal 
of  the  Southern  Pacific  tracks  from  Alhambra  Avenue.  These  tracks  would 
be  moved  to  a  new  right  of  way  to  be  acquired  just  south  of  this  street, 
and   to   be   depressed   where   they   cross    Mission   Road,   thus    eliminating   a 


Pi  \ns    Prksented    i-ok    a    L'mon    Passencer    Terminal  323 

grade   crossing;    at   tliis   ])oint   and    providing   in    Alhamhra   Avenue   a   direct 
entrance  to  the  citw     'J'his  removal   was  strongly  advocated. 

Mission  Road,  where  it  crosses  the  Southern  Pacific  tracks,  is  at  present 
at  elevation  328  (Southern  Pacific  Railroad  datum — sub-grade).  For  25 
foot  clearance  the  railroad,  if  depressed,  would  have  to  be  at  elevation 
303  (sub-grade).  Now,  as  the  Southern  Pacific  ascends  from  Mission  Road 
toward  the  east  for  some  distance,  it  appears  that,  in  order  not  to  exceed  a 
one  per  cent  grade — and  this  is  of  paramount  importance — it  would  be  neces- 
sary to  lower  these  tracks  for  some  two  and  one-half  miles,  through  Aurant 
Station  and  ending  approximately  at  .Meyer's  Spur.  W'e  believe  that  the 
expense  to  the  Southern  Pacific  Company  of  such  reconstruction  is  too 
great  to  be  ordered  under  the  circumstances.  ('riic  (.liminatinn  uf  this 
crossing  is  presented  in  Chapter  l.K.) 

Under  the  Storrow  Plan  the  Souliiern  Pacific  main  line  tracks  to  the 
station  would  be  relocated  along  the  southerly  edge  of  the  Southern  Pacific 
shop  property,  with  a  coach  yard  to  occupy  approximately  one-half  the  area 
of  this  tract.  .After  considerable  investigation,  we  are  convinced  that  it 
would  be  unwise  to  deprive  the  Southern  Pacific  of  this  shop  property  for 
shop  uses,  and  that  the  establishment  of  a  coach  yard  over  so  large  an 
area  of  this  shop  property  should  not  be  made. 

At  the  Los  Angeles  River,  the  Storrow  Plan  proposes  two  curved 
bridges  to  carry  the  tracks  across  the  river.  .\s  for  the  llawgood  Plan, 
these  would  necessarily  be  through  structures,  very  expensive,  and  also 
as  in  the  Hawgood  Plan,  the  cost  of  these  bridges,  plus  the  cost  of  the 
land,  is  not  very  different  from  the  cost  of  better  facilities  which  can  be 
provided  for  the  same  money  elsewhere. 

It  seems  necessary  to  add  that  Mr.  Storrow's  plan  also  provides  for  the 
Pacific  Electric.  From  a  proposed  station  just  south  of  the  station  yard 
proposed  for  the  steam  roads,  the  Pacific  Electric  would  rise  on  an  elevated 
structure  up  to  the  Los  Angeles  River,  which  it  would  cross  at  an  elevation 
great  enough  to  carrv  it  over  the  steam  mad  tracks,  and  connect  with  the 
present  tracks  east  of  Mission  Road. 

Another  feature  of  the  Storrow  Plan  is  the  abandonment  of  the  Santa 
Fe  present  main  line  right  of  way  between  .Alhambra  Avenue  and  Jackson 
Street.  How  industries  located  along  this  line  arc  to  be  served  has  not 
been  indicated,  except  that  they  would  i)e  provided  for  under  the  general 
re-arrangement  of  spur  tracks  which  were  mentioned  several  times  as  the 
"herring-bone  system." 

Since  we  believe  that  better  facilities  can  be  provided  for  the  same 
money  as  contemplated  by  the  Storrow  Plan,  and  that  the  Southern  Pacific 
shop  property  sh(Hild  not  be  used  for  a  coach  yard,  that  such  grade  crossings 
of  railroads  would  be  introduced  as  to  render  proper  operation  very  doubtful 
and  since  other  coach  yard  facilities  within  reasonable  distance  cannot  be 
acquired,  we  have  decided  that  the  Storrow  Plan  cannot  be  recommended. 


324  Los  Angeles  Terminal  Investigation 

Lands  Required  for  Haivgood  and  Storrorv  Plans 

Exclusive  of  a  coach  yard,  it  is  estimated  that  approximately  34.3  acres 
would  be  required  for  the  union  station  site  and  approaches  under  the 
Hawgood  Plan  and  that  this  land  would  cost  $2,060,039  exclusive  of  dam- 
ages and  the  present  value  of  the  buildings  which  would  be  destroyed ;  the 
improvements  are  estimated  at  $302,420,  making  a  grand  total  of  $2,362,459. 
Of  this  34.2  acres,  21.7  acres  are  now  in  private  ownership  and  would  cost, 
it  is  estimated,  $1,302,307.  The  balance  is  in  carrier  ownership,  with  the 
exception  of  one  acre  now  owned  b}-  the  City  of  Los  Angeles  and  estimated 
to  cost  $89,422.  These  figures  refer  to  the  plan  as  proposed  by  Mr.  Haw- 
good  and  would  be  increased  if  the  station  yard  were  made  longer,  which 
would  be  necessary  in  order  to  obtain  a  satisfactory  layout. 

Under  the  Storrow  Plan,  121  acres  would  be  required  and  would 
cost,  exclusive  of  damages  and  compensation  for  the  present  value  of  the 
buildings  thereon,  $3,588,127.  Improvements  are  estimated  at  $461,896.  Of 
the  total  land  to  be  acquired,  52  acres  are  in  private  ownership  and  would 
cost,  it  is  estimated,  $1,935,787.  The  property  of  the  City  of  Los  Angeles 
is  included,  the  same  as  in  the  Hawgood  Plan.  Sixty-one  and  four-tenths 
acres  to  be  used  are  now  Southern  Pacific  property  and  valued  at  $1,112,917. 
In  the  figure  $3,588,127,  we  have  included  $1,287,530  as  the  cost  of  acquiring 
these  61.4  acres. 

Business  Stability  Association  Plan 

The  Barnard  Plan  (Business  Stability  Association  Exhibit  No.  1)  pre- 
sented by  Mr.  W.  K.  Barnard,  as  witness  for  this  body,  while  locating  the 
terminal  at  the  Plaza,  is  quite  different  from  the  Hawgood  or  Storrow  plans. 
Mr.  Barnard  has  selected  a  depot  site  lying  along  and  east  of  Main  Street, 
running  northerly  from  approximately  Arcadia  Street  to  Alhambra  Avenue, 
and  extending  approximately  from  Main  Street  easterly  to  Date  Street. 
.\s  Exhibit  No.  1  was  evidently  prepared  in  a  hurry,  we  asked  Mr.  Barnard 
if  he  wnuld  prefer  to  re-draw  it,  or  have  us  photograph  the  original. 
He  chose  to  re-draw  the  map,  as  this  plan  now  appears  before  us,  it  con- 
sists of  two  drawings,  one  showing  the  depot  and  the  other  showing  pro- 
posed connections  with  a  proposed  subway  system.  An  explanatory  state- 
ment supplementing  his  oral  testimonv  was  also  submitted  bv  Air.  Barnard. 


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326  Los  AxGELES  Terminal  Ixvestigation 

It  will  be  noted  that  the  ma])  of  "Track  Arrangement  and  Connections" 
shows  thirty-two  tracks  arranged  in  pairs  with  a  rather  comprehensive,  if 
not  complicated,  throat  arrangement.  No  details  are  presented  as  to  the 
possible  details  of  the  bnilding  or  the  location  of  the  baggage,  express  and 
mail  facilities.  The  site  of  a  coach  yard,  or  the  arrangement  of  the  necessary 
facilities  therein,  were  not  brought  np,  except  that  space  for  some  car 
storage  was  shown. 

In  the  explanatory  statement  submitted  by  Mr.  Barnard,  the  following, 
with  regard  to  the  general  object  of  the  plan,  is  found: 

■'In  addition  to  the  fore,!;oing  general  considerations,  it  is  desired  par- 
ticularly to  draw  your  attention  to  the  following  advantages  which  inhere 
to  the  proposed  plan  for  the  location  of  the  passenger  terminal  at  the  Plaza: 

"First:  The  plan  provides  easy  access  and  ample  facilities  for  all  rail- 
roads now  entering  Los  Angeles  and  for  such  as  may  reasonably  be  expected 
to  enter  the  city  in  the  next  twenty  or  thirty  years. 

"Second:  The  plan  provides  for  the  progressive  development  of  the 
work  as  need  shall  arise  for  facilities. 

"Third:  Requires  least  amount  of  disturbance  of  existing  track  arrange- 
ments. 

"Fourth:  Offers  best  and  most  approved  method  for  handling  baggage 
and  express  without  interference  w^ith  passenger  movement  on  platforms  and 
concourse. 

"Fifth:  The  plan  provides  for  trains  heading  or  backing  in,  as  circum- 
stances might  dictate. 

"Sixth:  The  plan  best  conforms  to  the  physical,  topographical  and  geo- 
graphical conditions  at  the  Plaza  and  as  related  to  urban,  interurlian  and 
subway  carriers. 

"Seventh:  The  plan  provides  for  the  rapid  handling  of  United  States 
mails  between  the  terminal  and  the  main  post  in  the  federal  building. 

"Eighth:  The  plan  provides  means  for  having  all  general  offices  of  the 
railroads,  express  companies  and  allied  facilities  housed  conveniently  and 
economically  under  one  roof  at  the  terminal. 

"Ninth:  The  plan  conforms  to  the  essential  requirements  given  for  pas- 
senger terminal  stations  in  the  manual  of  the  American  Railway  Engineer- 
ing Association  representing  the  best  recommended  engineering  practice  in  ■ 
the  United   States. 

"Tenth:  The  plan  provides  for  a  location  of  the  terminal  at  the  exact 
end  of  the  municipal  railroad  track  on  San  Pedro  Street. 

"Eleventh:  The  plan  provides  for  the  most  complete  and  effective  elim- 
ination of  grade  crossings  of  main  thoroughfares  and  railroads. 

"Twelfth:  The  plan  provides  for  the  joint  use  by  the  several  railroad 
companies  of  the  various  freight  terminal  facilities  and  engine  terminals." 

These  different  advantages  are  discussed  in  detail,  but  we  believe  that 
attention  shonid  be  drawn  to  the  fact  that  Mr.  Barnard's  plan  is  probably 
the  most  comprehensive,  in  that  he  has  considered  rapid  transit  in  subways 
in  the  city,  as  well  as  the  establishment  of  a  passenger  station. 

The  site  jiroposed  in  the  Barnard  Pl.^n  has  been  used  as  a  basis  for 
our  plan  for  a  union  passenger  terminal  at  the  Plaza,  and  will  be  discussed 
further  in  the  chajiter  devoted  to  otir  plan. 


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328  Los  Angeles  Terminal   Investigation 

Southern  Pacific-Salt  Lake  Plan  for  Joint  Station 
Proposed  Steam  Road  Construction 

The  general  features  of  the  plan  have  already  been  described  and  argu- 
ments for  and  against  the  use  of  this  site  given,  with  the  conclusion   that 

This  plan  was  submitted  to  the  Commission  in  Application  No.  3346, 
filed  November  22,  1917,  although  it  has  been  described  and  advocated  at 
hearings  commencing  July  24th.  1917,  six  days  after  the  date  of  an  agree- 
ment between  the  two  roads. 

This  application  was  consolidated  for  hearing  and  decision  with  Case 
970,  et  seq.  As  this  application  now  stands  before  the  Commission,  ap- 
plicants ask  approval  of  the  above  agreement,  which  appears  as  a  printed 
pamphlet  of  forty-three  pages,  covering  fully  all  phases  of  construction  and 
operation  under  the  plan. 

The  preamble  of  the  agreement  states,  in  part,  as  follows : 

"WHERE.\S,  The  Southern  Pacific  Company  desires  to  procure  new 
and  additional  lines  through  parts  of  said  City  of  Los  Angeles,  from  a  point 
on  its  existing  lines  near  the  foot  of  Dayton  Avenue,  in  the  vicinity  of  its 
present  bridge  across  the  Los  Angeles  River;  thence  taking  a  course  across 
the  Arroyo  Seco  on  the  east  side  of  the  Los  Angeles  River  and  beyond, 
and  over  and  along  the  tracks  and  property  of  the  Salt  Lake  Company  to 
Butte  Street;  thence  westerly  along  the  Butte  Street  line  of  the  Salt  Lake 
Company  to  a  connection  with  the  existing  tracks  of  the  Pacific  Electric 
Railway  Company  on  Butte  Street,  and/or  of  the  Southern  Company  on 
Alameda  Street,  together  with  elevated  track  connections  commencing  at 
points  in  the  vicinity  of  Sixth  and  Alameda  Streets,  running  easterly  to  the 
Los  Angeles  River  and  by  bridges  across  said  river  to  connections  with  the 
tracks  of  the  Salt  Lake  Company;  also  a  proposed  joint  passenger  train  car 
yard  to  be  located  on  property  of  the  Salt  Lake  Company;  and 

"WHEREAS,  The  Salt  Lake  Company  desires  to  use  in  common  with 
the  Southern  Company,  the  passenger  station  and  appurtenances  of  the 
Southern  Company  located  in  the  vicinity  of  Fifth  Streets  and  Central 
Avenue,  in  said  City  of  Los  Angeles,  together  with  such  tracks  and  other 
facilities  as  may  be  necessary  for  the  operation  of  engines  and  passenger 
train  cars  of  the  Salt  Lake  Company  to  and  from  said  passenger  station;  and 

"WHEREAS,  The  parties  hereto  contemplate  the  ultimate  establishment 
of  a  joint  interchange  yard  upon  the  property  of  the  Southern  Company 
situate  between  Dayton  Avenue  and  .'Mice  Street;  and 

"WHEREAS,  in  order  to  provide  for  the  common  use,  as  aforesaid,  of 
the  respective  facilities  mentioned,  and  the  reciprocal  exchanges  of  privileges, 
it  will  be  necessary  to  purchase  and  acquire  additonal  real  property,  to  pro- 
cure franchises  and  easements,  construct  additional  tracks,  bridges,  elevated 
viaducts,  subways,  interlocking  devices,  signal  system,  telegraph  and  tele- 
phone lines,  and  all  appurtenances:" 

Construction  is  divided  into  several  units,  and  for  Unit  One  the  Salt 
Lake  agrees : 

A— To   double-track   its    tracks    from   south    of   Alhambra   Avenue    to    Ninth 
Street. 


li2S  .  . 


^< 


/^ 


y 


LEGEND 


J 


Thl«  I9  bdapl'd  rrom  Bxhibll  No».  1  anil  i  iit  M>»  iwo  roail«,  and  ihow*  Ihe  roulaa  to  be  untd  Jointly.     The  approach  »o  Iho  Southern  Pnelflc  Station  li  to  b»  elevated   Irom  aaal  ot  the   tlvn       The   allgnmeni  tor   ihe 
from  It*  preieni  end  near  Wall  Street.  Includlns  a  oonncflilon  for  the  Voag  Beach  L,lne.      Thl«  fa  the  plan  eontemplateil  In  ApitllcallDti  IH6.    Wo  reoommand  thai  thi*  application  he  dlamlaa'il 


330  L"^  AxcELES  Ter-mi-nal   Investigation 

B— To  construct  and  double-track  elevated  bridge  and  tracks  across  the  Los 
Angeles   River  between   Sixth  and   Seventh   Streets   (this  is  the  south- 
erly curved  bridge,  as  shown  on   the  plan). 
C — To  construct  part  of  connection  with   the  Southern   Pacific   south   of  Al- 

hambra  Avenue. 
D— To  construct  interlocking  plant  between  northerly  and  southerly  curved 

liridges  between  Sixth  and  Seventh   Streets. 
The  Southern  Pacific  agrees : 

A — To   construct   double-track   elevated   structure   and   tracks   from    the    east 
line  of  the  Los  Angeles  River  between  Sixth  and  Seventh  Streets  west- 
erly to  a  location  near  Sixth  and  Alameda  Streets. 
B — To  re-arrange  its  passenger  facilities  and  connect  the  station  tracks  with 

"A"  above. 
C — Construct  interlocking  plant  for  "B"  above. 
All  of  the  above  construction  is  to  be  jointly  used. 

After  the  com])lction  of  Unit  One.  Unit  Two  follows.  This  covers 
construction  liy  the  Salt  Lake  of  minor  trackage  near  Alhamhra  Avenue 
and  the  river  by  the  Southern  Pacific,  construction  of  a  new  track  from 
the  Santa  Fe  right  of  way  at  Humboldt  Street  and  the  Southern  Pacific 
right  of  way  near  Dayton  Avenue,  along  the  east  bank  of  the  Los  Angeles 
River. 

Unit  Three  covers  construction  by  the  Salt  Lake  of — 

A — A   single    track   curved   connection    between    the   main    line   at    Hostetter 

Street  (Alosta  St.)  and  Butte  Street. 
B — Part  of  new   connection   curving  southerh-   from   Butte   Street    into   Ala- 
meda Street. 

Within  five  years  from  the  effective  date  of  the  agreement,  the  Southern 
Pacific  may  elect  to  join  with  the  Salt  Lake  in  a  joint  passenger  train  car 
yard,  to  be  located  upon  not  to  exceed  30  acres  of  the  Salt  Lake  property 
along  the  east  bank  of  the  Los  Angeles  River  between  First  and  Seventh 
Streets,  and  tlie  Salt  Lake  may  elect  to  join  the  Southern  Pacific  in  an 
interchange  yard  upon  Southern  Pacific  property  between  Dayton  Avenue 
and  Alice  Street. 

The  passenger  train  yard  is  to  be  constructed  by  the  Salt  Lake  and 
the  interchange  yard  by  the  Southern  Pacific.  Both  companies  reserve  the 
right  to  admit  one  or  more  additional  railroads  to  these  new  yards,  but 
the  agreement  does  not  bear  anv  reference  to  the  use  of  the  Southern 
Pacific  Station  facilities  by  any  additional  road  other  than  the  Pacific  Elec- 
tric, which  may  be  admitted  at  the  election  of  the  Southern  Pacific. 

The  Salt  Lake  also  grants  to  the  Southern  Pacific  for  the  sole  use  of 
the  Pacific  Electric  without  rental  therefor,  an  easement  during  the  life 
of  the  agreement,  for  a  right  of  way  of  sufficient  width,  not  exceeding  50 
feet,  for  the  construction,  maintenance  and  operation  of  a  double-track 
electric  railway  along  the  Salt  Lake  right  of  way  on  the  east  bank  of  the 
river  from  Aliso  Street  to  the  northerly  curved  bridge,  as  mentioned  in 
the  agreement.  The  agreement  further  provides  for  the  division  of  the 
cost  of  certain  additions  and  bettertnents  and  the  costs  of  operation. 


.532  Los  Angeles  Termixai.   Investigation 

Detailed  Description  of  Proposed  Construction 

Beginiiiiisj  at  the  southerly  etid  of  the  present  umbrella  sheds  at  the 
present  Southern  Pacific  station,  it  is  proposed  that  the  tracks  rise,  curve 
to  the  east  and  cross  over  Sixth  Street  and  Alameda  Street  on  a  0.6  per 
cent  ascending  grade.  It  may  be  noted  that  the  curvature  is  10°  and  that 
the  rate  of  grade  is  a  one  per  cent  compensated  grade. 

The  intersection  of  Sixth  and  Alameda  Streets  is  to  be  depressed  5 
feet  and  the  tracks  carried  over  both  of  these  streets.  At  Sixth  Street  the 
full  width  of  the  street  would  be  available,  but  at  Alameda  Street,  due  to 
a  proposed  connection  to  allow  train  movements  from  the  station  site  into 
Alameda  Street  south  thereof,  the  width  of  the  street  is  contracted  from 
68  to  40  feet  (41%), 

This  plan  of  street  depression  and  subway  produces  an  extremely  awk- 
ward situation  at  Sixth  and  Alameda  Streets,  which  we  do  not  believe  the 
cit)-  would  look  upon  with  favor.  Alameda  Street  should  not  be  contracted 
in  width,  because  of  the  large  amount  of  traffic  it  now  carries  and  must 
carry  in  the  future.  This  objectionable  feature  may  be  partly  overcome, 
however,  by  doing  away  with  the  proposed  connection  to  the  tracks  in 
Alameda  Street  south  of  the  station  and  by  increasing  the  width  of  the 
roadway.  The  proposed  track  connection  is  apparently  for  the  use  of  the 
coach  ecpiipment  movements  between  the  station  and  the  present  coach 
yard  but  we  believe  that  train  movements  of  this  kind  should  not  be  al- 
lowed, because  of  the  present  grade  crossing  conditions  at  Seventh  and 
Alameda  Streets.  Instead  of  waiting  five  years  for  the  proposed  joint 
passenger  train  yard,  it  should  be  constructed  at  once  if  this  plan  is  ap- 
proved. 

With  regard  to  the  width  of  Alameda  Street,  this  elimination  of  the 
track  connections  will  avoid  the  contraction  of  the  street.  The  3%  grades 
proposed  in  the  subway  are  not  prohibitive  but  should  be  made  less,  if 
possible,  to  avoid  adjustment  in  the  tonnage  carried  on  drays  and  trucks, 
since  all  the  streets  used  for  draying  in  this  vicinity  have  grades  of  con- 
siderably less  than  one  per  cent.  The  point  has  been  made  that  this  subway 
would  occasionally  be  filled  up  with  water,  but,  since  it  is  possible  to  suc- 
cessfully drain  it  directly  into  an  underlying  storm  sewer,  this  cannot  be 
regarded  as  an  argument  against  the  plan. 

We  have  already  noted  that  the  maximum  number  of  station  tracks 
possible  at  the  Southern  Pacific  site  is  twelve,  this  limitation  being  im- 
posed by  the  width  of  the  site.  There  are  now  eight  station  tracks  and 
it  is  possible  to  build  four  more  without  encroachment  on  Alameda  Street. 

rile  number  of  approach  tracks  proposed  was  two,  as  shown  bv  Fig.  118. 

From  Alameda  Street,  the  proposed  elevated  approach  continues  to 
rise,  running  easterly  approximately  parallel  to,  and  from  300  feet  to  400 
feet  southerly  of  Sixth  Street,  to  the  west  bank  of  the  Los  Angeles  River, 
crossing  over  Mill,  Mateo,  Imperial.  Santa  Fe  and  Alesquit  Streets. 


33()  Los    Angeles    Terminal    Investigation 

The  profile  of  this  elevated  approach  is  given  in  Southern  Pacific-Salt 
Lake  Exhibit  No.  3.  This  profile  shows  wooden  trestle  construction  from 
Alameda  Street  to  Mill  Street,  steel  elevated  construction  from  Mill  Street 
to  Mateo  Street,  and  wooden  trestle  construction  from  Mateo  Street  to 
Mesquit  Street,  with  steel  bridges  over  Mimosa  (now  Imperial)  Street 
and  Santa  Fe  Avenue.  All  of  these  streets  are  to  be  crossed  with  a  net 
clearance  of  22  feet,  which  will  allow  the  construction  and  operation  of  tracks 
beneath,  over  which  standard  freight  cars  may  be  moved  without  impaired 
clearance.  From  the  end  of  the  curve  at  Sixth  and  Alameda  Streets,  the 
rate  of  grade  is  0.63%  ascending;  from  Mill  Street  to  Mateo  Street, 
0.31%,  and  from  Mateo  Street  to  the  west  bank  of  the  river,  0.55%,  both  of 
these  grades  also  ascending.  The  proposed  base  of  rail  where  these  elevated 
tracks  cross  the  Santa  Fe  main  line  tracks  at  the  west  bank  of  the  river 
it  276.1  (City  Datum).  If  the  Santa  Fe  tracks  are  depressed,  as  herein 
recommended,  their  elevation  would  be  243.84,  and  allowing  26  feet  gross 
clearance,  the  top  of  rail  on  the  elevated  structure  would  be  269.84,  which 
would  permit  a  level  grade  on  the  elevated  tracks  on  the  west  bank  of  the 
river  to  Mateo  Street. 

Beginning  at  the  west  bank  of  the  river,  two  curved  bridges  were  pro- 
posed— one  curving  to  the  north  and  one  to  the  south,  both  on  ten-degree 
curves.  The  rate  of  grade  on  the  northerly  curved  bridge  was  proposed  at 
0.41 9(.  The  curves  on  this  bridge  brings  the  elevated  tracks,  after  crossing 
over  the  Salt  Lake  tracks,  parallel  to  the  east  bank  of  the  river,  and,  con- 
tinuing to  descend,  the  tracks  pass  under  the  Fourth  Street  Bridge,  which, 
by  the  way,  it  was  stated  would  have  to  be  raised  about  8  feet  to  accom- 
modate this  scheme,  and  come  to  grade  just  north  of  this  bridge. 

It  was  first  planned  to  start  the  curve  on  the  southerly  curved  bridge 
at  such  point  on  the  west  bank  of  the  river  that  the  elevated  tracks  on 
the  east  side  would  be  adjacent  to  the  east  bank  of  the  river,  but  this 
having  developed  difficulty  in  the  separation  of  grades  at  Seventh  Street, 
it  was  later  proposed  to  move  the  curve  easterly,  so  that  the  elevated 
tracks  would  cross  over  Seventh  Street,  just  west  of  Anderson  Street.  From 
Seventh  Street,  the  elevated  tracks  descend,  coming  to  grade  at  Ninth 
Street. 

Full  discussion  of  the  adaptability  of  the  Southern  Pacific-Salt  Lake 
plan  on  the  east  side  of  the  river  to  the  proposed  depressed  grades  of  the 
river  tracks  and  the  proposed  viaucts  has  already  been  given  in  Chapter  VI, 
with  the  conclusion  that  it  was  feasible  to  provide  a  satisfactory  rate  of 
grade  for  the  railroad  and  make  the  necessary  grade  crossing  elimination  at 
Fourth,  Seventh  and  Ninth  Streets. 

The  plan  of  having  but  two  tracks  at  the  throat  of  the  yard  was  quite 
severely  criticised  at  the  hearings  held  before  the  Commission,  it  being 
alleged  that  Itiis  number  was  sufficient  for  satisfactory  operation.  We  agree 
that  two  tracks  are  not  enough  but  see  no  reason  why  four  tracks  could  not 


Plans    Presented    i-or    a    Union    Passenger    Termin. 


?,2,7 


be  built.  They  would  be  desirable  even  at  first,  but  it  would  not  be  neces- 
sary to  build  them  all  the  way  from  Alameda  Street  across  the  river  until 
the  traffic  has  increased  considerably  above  the  present  train  movements. 
Following  will  be  found  a  table  showing  the  relation  between  the  num- 
ber of  trains,  station  tracks  and  approach  tracks  at  several  of  the  Chicago 
stations  and  similar  data  estimated  for  the  Southern  Pacific  Station.  This 
information  has  been  supplemented  by  data  for  a  proposed  union  station  at 
the  Southern  Pacific  site,  and  comparison  between  this  station  and  the  Chi- 
cago station  may  be  made.  Based  on  Chicago  experience,  the  twelve  tracks 
at  the  Southern  Pacific  station  will  be  sufficient  for  the  140  trains  expected 
in  the  future. 

COMPOSITE  RUSH  HOUR  TRAIN  TRAFFIC* 

CHICAGO   PASSENGER  TERMINALS 

Trains  Per 

Tracks — Trains —       Trains  Per  Day  Busy  Hour 

Per     PerSta- PerAp-  Per  Sta- Per  Ap- 

Sta-      Ap-                         Per      Busy         tion      proach.  tion      proach 

Station              tion  proach  Ratio          Day     Hour      Track     Track  Track     Track 

C.  &  N.  W.   ...    10          0        2.67            Jly        40             iy.7         ii.Z  2.88        7.67 

Union 12          4        3.0              278        37            2i.l        66.3  3.08        9.25 

La   Salle    11           4        2.75             196        22             17.8        49.0  2.00        5.5 

B.   &   0 6          2        3.0                31           4              h.2         15.5  .67        2.00 

Dearborn    9          2        4.5              154         19            17.1         11.0  2.11         9.50 

1.  C.  (12th  St.).     7          2        3.50              89          9            12.7        44.5  1.28        4.50 

Total    61         20        3.05  1067       137  17.46      53.3  2.25         5.85 

I.  C.  Suburban 
(Randolph  St.)     6  2        3.0  284        34  42.7       128  5.1         15.5 

Grand  Total  67        22        3.05  1351       171  20.15      61.4  2.55         7.77 

NOTE:     Records   compiled   from   station    train   sheets.      Busy    hours   of 

each    individual    station    taken    without    reference    to    other    stations.      These 

periods  overlap   in   some  cases.     The  total   represents   the   nia.xinnim   station 

business   for   a   complete   rush   or  busj'  hour. 

*  From    'Report    on    Railroad    Terminals,    City    of    Chicago,    by    Bion    J. 

Arnold." 


Arcade 


PROPOSED  SOUTHERN  PACIFIC  UNION  STATION 

140         ..  11. 


12 
12 


3.00 
6.00 


70 


Proposed  Pacific  Electric  Construction 

The  Pacific  Electric  is  also  a  party  to  this  plan.  It  is  proposed  to  con- 
tinue the  present  elevated  structure  from  San  Pedro  Street  easterly  and 
ap])roximately  parallel  to  Sixth  Street,  along  a  private  right  of  way  to  Ala- 
meda Street,  where  the  Pacific  Electric  tracks  would  cross  over  the  curved 
bridge  to  the  vard  and  al.'^o  over  Alameda  Street,  which,  in  turn,  would  cross 
over  Alameda  Street,  involving  what  might  be  called  a  "two-story"  crossing 


33?.  Los    Angeles    Terminal    Investigation 

at  this  point.  See  Fig.  118  (see  page  333).  The  Pacific  Electric  tracks 
would  then  be  at  an  elevation  of  37  feet  above  the  present  grade  of  Ala- 
meda Street  and  42  feet  above  the  bottom  of  the  proposed  subway.  West 
of  Alameda  Street  the  Pacific  Electric  tracks  would  become  parallel  and 
adjacent  to  the  Southern  Pacific  tracks  and  follow  them  to  and  across  the 
river  and  northerly  along  the  east  ,bank  coming  to  grade  at  the  same 
point.  They  would  then  continue  at  grade,  passing  under  First  Street  to 
a  point  just  south  of  Aliso  Street,  where  they  would  turn  to  the  east,  either 
crossing  at  grade  or  crossing  over  the  steam  railroad  tracks  and  connecting 
with  the  present  main  line  just  east  of  Mission  Road.  The  first  scheme 
was  to  make  this  crossing  at  grade,  but  this  was  later  revised  so  that  the 
Pacific  Electric  would  start  to  rise  just  north  of  First  Street  and  south  of 
Aliso  Street,  would  cross  over  the  steam  railroad  tracks,  then  over  Aliso 
Street  and  Mission  Road  and  come  to  grade  at  Brooklyn  Avenue. 

Just  before  the  Pacific  Electric  reached  Alameda  Street,  it  was  also 
planned  to  have  an  elevated  line  turn  south  and  pass  over  Industrial  Street 
along  the  right  of  way  on  the  westerly  side  of  Alameda  Street.  They  would 
then  cross  over  Seventh,  Eighth  and  Ninth  Streets  and  reach  the  present 
Southern  Division  main  line  at  grade  at  Fourteenth  Street,  although  this 
construction  might  be  progressive  to  reach  Nonth  Street  at  present,  later  to 
extend  to  Fourteenth  Street  or  even  toward  Vernon  or  Slauson  Avenues. 

Figs.  117  and  118  (see  pages  331  and  333)  show  a  connection  from  the 
throat  of  the  yard  southerly  into  Alameda  Street  on  a  2.3  per  cent  grade  and, 
as  heretofore  mentioned,  apparently  for  the  use  of  the  coach  equipment 
movements  between  the  station  and  the  present  coach  yard  and  for  the 
continuance  of  industrial  switching  in  Alameda  Street.  Under  this  plan 
there  is  no  reduction  of  the  passenger  traffic  south  of  Seventh  Street  and 
across  the  very  busy  crossing  of  Seventh  and  Alameda  Streets.  The  pas- 
senger traffic  now  consists  of  only  two  train  movements  each  way  per  day 
and  is  unimportant,  but  the  combination  of  passenger  and  freight  switching 
is  responsible  for  entirely  too  much  congestion  at  the  Seventh  Street  cross- 
ing. There  is  no  necessity  of  building  this  connection.  These  passenger 
trains,  operating  over  the  Anaheim  Branch  only,  could  be  rerouted,  using 
the  Salt  Lake  tracks  to  Cudahy,  where  they  could  transfer  to  the  Anaheim 
Branch.  This  would  require  a  new  connection  at  Cudahy.  The  passenger 
car  switching  across  Seventh  Street  would  be  eliminated  by  construction  of 
the  proposed  passenger  car  yard  on  the  Salt  Lake  right  of  way  between 
First  and  Seventh  Streets,  and  the  freight  switching  by  the  plan  proposed 
for  the  amelioration  of  Alameda  Street  grade  crossing  situation  through 
elimination  of  the  traffic,  in  which  it  was  recalled  that  all  freight  cars 
destined  for  points  on  Alameda  Street  south  of  Seventh  Street  would  reach 
Alameda  Street  via  Butte  Street  and  not  by  a  haul  along  Alameda  Street 
north  of  Seventh  Street. 


3'3G 


.ML  '  //     i^KW}")'/  jyi     K;-t. 


•i 


w.^ 


%  '^^ 


iwtj  HTi//  n/ 


PASSENGER     AND    FREIGHT    ROUTES 
AND    FACILITIES 


UNION  STATION  AT   THE   SQUlHtRN   PACIOC   STATION  SiTt 


Via.  111.   nouTG 


5TATIOW  AT  THE  SOUTIIEHN  PACIFIC  HITE 


o 


IncMlon   of  pBiiioBvr  and  trelKtit  minen  ;iiid  faclllilM,  vlnduoU,  ett,  wllh  the  nnlon  SlaUon  at  the  Arcade  iltc,  and  ahoold  tie  compared  wllh  Rlmltar  pIoDi  (or  Ihr  n(ho(  iwo  (l(»  eomidcrtil. 
tile  wllhoul  denoGtlUB   or   brldKlns  Alamoda   Street.     Alas   nolo   the   ln«onv«nUnca   or   the  alte  witb  r*tcranca  to  rapid  ttuult  line*.    Tb«  pl>D  la  tiot  rccommenilsil. 


G 


O 


340  Los    Angeles    Tekmixal    Ixvestigation 

SOUTHERN  PACIFIC  PLAN  REVISED  FOR  UNION 
PASSENGER  TERMINAL 

This  name  may  be  applied  lu  the  Southern  Pacific-Salt  Lake  plan  as 
we  have  modified  it  for  a  union  passenger  terminal  at  the  Southern  Pacific 
site,  by  certain  changes  and  elimination  of  certain  objectionable  features. 
Track  Changes  at  the  Station 

Four  approach  tracks  of  a  train  length  have  been  substituted  for  the 
two  proposed,  resulting  in  a  diiiferent  arrangement  of  the  south  ladder  tracks. 
The  approach  from  Alameda  Street  from  the  south  is  eliminated,  resulting 
in  a  somewhat  different  alignment  of  the  curved  approach  at  Sixth  and  Ala- 
meda Streets.  This  change  in  alignment  permits  depressing  Alameda 
Street  4  feet,  instead  of  5  feet,  while  Sixth  Street  is  depressed  5  feet  only 
under  the  railway  bridge. 

Two  more  station  platforms  and  umbrella  sheds  and  four  station 
tracks  are  added,  as  in  the  original  plan.  South  of  the  sheds  the  station 
tracks  are  continued  parallel  and  straight  and  stubbed,  but  provided  with  a 
cross-over  at  an  appropriate  distance  from  the  end.  This  provides  tracks  of 
sufficient  length  and  at  the  same  time  provides  for  the  prompt  release  of 
road  engines  and  gives  some  switching  facilities  which  stub  stations  cannot 
enjoy.  One  track  only  is  carried  across  Fourth  Street  to  provide  for  un- 
loading of  carload  express  shipments  on  Fourth  and  Alameda  Streets  team 
tracks. 

Site  and  Building  Changes 

In  order  to  straighten  Fourth  Street  we  propose  that  it  be  relocated  to 
avoid  the  jog  at  Alameda  Street.  This  increases  the  Fourth  Street  team 
yard  and  decreases  the  station  site  by  the  same  amount,  which  does  not  seem 
to  present  any  objectionable  features. 

The  present  station  and  baggage  building  in  the  revised  plan  needs  no 
important  changes  at  this  time. 

The  present  express  facilities  are  inadequate,  about  9,000  square  feet 
more  of  ground  floor  space  being  needed  at  present,  preferably  in  a  building 
.iO  leet  wide.  Two  niethiids  of  providing  this  facility  have  lieen  considered. 
I'he  station  tracks  north  of  the  umbrella  sheds  are  long  and  such  a  building 
may  be  constructed  along  Fourth  Street  and  at  the  ends  of  the  station 
tracks. 

There  is  a  distinct  line  of  demarcation  between  the  forwarding  and 
delivery  departments,  and  we  see  no  reason  why  they  should  not  be  sepa- 
rately housed,  provided  the  length  of  trucking  haul  may  be  in  this  way  re- 
duced. Since  the  inbound  trains  have  their  express  cars  on  the  north  end, 
the  space  north  of  the  sheds  may  be  used  for  unloading  and  the  present 
express  building,  nearby,  for  a  delivery  house.  It  also  has  adequate  second- 
floor  office  space. 


342  Los  Angeles  Termixal   Investication 

A  terminal  postoffice  being  desirable,  this  and  the  forwarding  building 
may  be  located  on  land  to  be  acquired,  now  privately  owned  and  south  of 
the  "auto  jiark." 

The  present  express  building  has  10,250  square  feet  of  ground  floor.  A 
new  forwarding  building  should  have  10.000  square  feet,  which  is  given  by 
a  building  50  feet  by  200  feet.  Further  increment  may  be  made  by  extend- 
ing the  ])resent  building  south  and  the  proposed  forwarding  building  some- 
what to  the  south  and  to  the  north  into  the  "auto  park."  In  this  way  at 
least  40,000  square  feet  may  be  found. 

The  requirement  of  a  terminal  postoffice  for  ten  years  is  taken  at  40,000 
square  feet,  preferably  in  the  shape  of  the  width  about  half  the  length.  This 
may  be  located  at  the  southeast  corner  of  .Sixth  and  Alameda  Streets,  al- 
though a  rectangular  shape  is  not  provided. 

Method  of  Operation 

In  order  to  compare,  analyze,  or  prepare  plans  showing  diiiferent  facil- 
ities used  in  handling  passenger  trains,  it  is  necessary  to  have  before  us 
the  proposed  method  of  operation.  Our  plans  for  a  union  station  and  coach 
yard  are  predicated  upon  joint  operation,  division  of  the  cost  to  be  made  on 
some  equitable  basis  to  be  determined  later.  It  is  also  contemplated  that  a 
union  engine  terminal  be  used  for  passenger  train  locomotives,  light  and 
turning  repairs  and  boiler  washing  to  be  pooled.  This,  however,  is  not  abso- 
lutely necessary  and  its  adoption  depends,  to  a  large  extent,  upon  the  rela- 
ti\'e  location  of  the  station  and  roundhouses.  Inspection  should  be  made  by 
the  individual  roads  in  either  event.  Passenger  switch  engines  are  to  be 
handled  the  same  as  road  engines,  as  far  as  light  repairs  and  supplies  are 
concerned.  Under  private  operation  of  the  roads,  the  switch  engines  might 
be  rented  to  the  organization  controlling  the  operation  of  the  terminal. 
Passenger  train  cars  should,  however,  be  cleaned  in  one  union  coach  yard, 
and  it  is  contemplated  that  this  work  would  be  pooled  between  the  different 
roads,  as  would  all  light  repairs,  light  shop  work,  Pintsch  gas  manufacture 
and  train  charging,  air-brake  work  and  disinfection.  The  stock  of  all  light 
repair  parts  and  coach  supplies  would  also  be  pooled.  It  is  probable  that 
commissary  plants  would  have  to  be  indixidual.  the  employees  and  supplies 
being  under  the  control  of  the  individual  roads,  but  there  seems  to  be  no 
reason  why  the  commissary  plants  cannot  be  housed  in  the  same  building, 
the  space  assigned  lieing  based  upon  the  requirements.  Certain  parts  of 
this  service  should  be  pooled,  such  as  refrigeration,  fuel  and  steam  for 
diners,  cooking  and  sterilization. 

Coach  Yard 

It  is  proposed  to  establish  a  union  coach  yard  on  the  property  of  the 
Salt  Lake  on  the  east  bank  of  the   Los  Angeles   River  between   First  and 


Plans    Presented    for    a    Union    Passenger    Terminal  343 

Fourth  Streets.  No  plans  have  been  drawn  for  this  facility.  There  is.  how- 
ever, sufficient  area.  Our  estimate  for  the  cost  of  a  coach  yard  is  taken  to 
be  the  same  as  that  for  a  coach  yard  at  the  site  of  the  present  Southern 
Pacific  freight  yard,  as  proposed  under  the  Plaza  scheme,  as  there  is  no 
reason  why  the   facility  should  not  cost  about   the  same  in   either  location. 

Locomotive  Facilities 

The  present  Southern  Pacific  roundhouse  at  the  .Mhambra  Avenue 
shops  is  too  small  to  absorb  all  of  the  roundhouse  work  of  a  union  passen- 
ger station,  unless  the  freight  engines  are  provided  for  elsewhere.  Under  this 
plan,  It  is  proposed  ultimately  to  construct  roundhouses  at  the  new  freight 
yard  of  the  Southern  Pacitic  but,  even  if  this  were  done,  we  do  not  believe 
it  would  be  advisable  to  have  all  roads  use  the  present  Southern  Pacific 
roundhouse,  because  of  its  distance  from  the  passenger  station.  The  Santa 
Fe  roundhouse  is  even  more  inaccessible.  The  Salt  Lake  roundhouse  Is 
also  not  large  enough  at  present.  Under  this  plan,  therefore,  we  propose  to 
construct  a  new  roundhouse  at  the  site  of  the  Salt  I-ake  freight  vard.  The 
first  step  would  involve  30  stalls. 

IMMEDIATE  CONSTRUCTION   NECESSARY 

The  very  fact  that  this  plan  contemplates  elevated  a])proaches.  neces- 
sitates the  completion  of  a  relatively  large  portion  of  the  ultimate  construc- 
tion in  the  initial  step. 

Passenger  trains  would  follow,  at  once,  their  routes  as  previously  out- 
lined for  the  ultimate  scheme. 

With  freight,  no  such  radical  change  is  immediately  necessary.  The 
three  roads  could  continue  the  use  of  their  present  freight  yards  and  station, 
except  that  we  would  recommend  transfer  of  the  Salt  Lake  less-than-carload 
business  to  the  Santa  Fe  freight  station,  which  is  ample  to  accommodate 
this  business.  Freight  trains,  then,  would  use  their  present  routes,  except 
that  through  Southern  Pacific  freight  trains  should  l)e  taken  off  Alameda 
Street  and,  in  this  plan,  would  leave  Alameda  Street,  turning  into  Butte 
Street,  which  would  be  followed  to  the  east  bank  of  the  Los  Angeles  River. 
Here,  by  means  of  a  new  connection  to  the  north,  they  would  reach  the  Salt 
Lake  tracks,  and  run  north  along  the  river  to  the  new  classification  yard 
along  the  San  Fernando  Road. 

Macy  Street  viaduct  should  be  built  at  once.  This  is  at  present  the 
busiest  grade  crossing  adjacent  to  the  river.  Three  tracks  are  involved  and 
the  present  bridge  is  inadecjuate.  being  only  18  feet  wide.  The  construction 
of  Aliso  Street  viaduct  is  also  required,  not  only  because  of  the  sliort  dis- 
tance between  Macy  and  Aliso  Streets  and  the  poor  grades  for  the  steam 
roads  between  these  streets,  but  because  of  the  extremely  heavy  intcrurban 
car   traffic   and   grade   crossings   at   Aliso   Street.     These   viaducts,   in    turn. 


_^44  Los  Angeles  Terminal  Investigation 

necessitate  the  depression  of  the  tracks  along  both  sides  of  the  river  frnni 
Macy  Street  to  Aliso  Street  and  temporary  grade  lines  connecting-  the  old  and 
new'grade  lines.  North  of  Macy  Street  temporary  grades  would  extend  on 
both  sides  of  the  river  from  Macy  Street  to  Alhambra  Avenue.  South  of 
Macy  Street,  on  the  Santa  Fe  side,  the  temporary  grade  would  extend  to 
First  Street.  Temporary  grades  would  also  be  installed  to  allow  the  Santa 
Fe  tracks  to  pass  under  the  elevated  approach  to  the  union  station,  which 
crosses  the  Santa  Fe  tracks  approximately  1000  feet  north  of  Seventh  Street. 
On  the  Salt  Lake  side,  however,  it  would  be  expedient  to  depress  the  tracks 
to  the  ultimate  grade  line  from  Aliso  Street  to  the  foot  of  the  approach  to 
the  northerly  curved  bridge  across  the  Los  Angeles  River.  There  would 
then  be  six  tracks  for  this  distance,  as  follows: 

Two   ultimate   freight 15   ft.  and  28  ft.  from  official  bank 

Two  Pacific  Electric   46  ft.  and  59  ft.  from  official  bank 

Two  steam  passenger   n  ft.  and  90  ft.   from  official  bank 

The  last  four  would  commence  to  rise  just  north  of  Fourth  Street  on 
ultimate  grade  and  turn  to  the  west  on  the  northerly  curved  bridge.  The 
first  two  would  continue  on  ultimate  grade  until  they  passed  under  the  last 
four,  where  they  would  rise  on  a  temporary  grade,  meeting  the  present  grade 
at  Seventh  Street.  The  southerly  approach  to  the  southerly  curved  bridge 
would  meet  the  present  grade,  instead  of  the  ultimate  grade  just  north  of 
Ninth  Street. 

At  the  station  the  amount  of  immediate  work  is  relatively  small.  The 
tracks  would  be  rearranged  at  both  ends  of  the  present  umbrella  sheds.  At 
the  north  end  they  would  be  continued  parallel  and  straight  and  stubbed, 
while  at  the  south  end  they  would  be  gathered  into  the  throat. 

The  present  station  building  is  large  enough  for  some  time  to  come. 
The  baggage  room  is  also  sufficient.  The  express  building  will  do  for  a 
"delivery"  building,  but  a  new  "forwarding"  building  should  be  built,  with 
10.000  square  feet  of  floor  area,  south  of  the  present  auto  park.  All  of  the 
terminal  postoftice  should  be  installed. 

The  present  coach  yard  should  l>e  discontinued  at  once  and  a  new  union 
coach  yard  installed  on  the  Salt  Take  freight  yard  site,  including  a  30  stall 
roundhouse. 

In  addition  to  these  major  features,  the  following  connections  and  addi- 
tions are  recfuired  on  the  approach  routes: 

1.  Connection  single-track,  southerly,  between  Butte  Street  tracks  of  tlie  Salt 

Lake  and  the  .'Vlaineda  Street  tracks  of  the  Southern  Pacific. 

2.  Connection,   single-track,   northerly  between   the   Butte   Street   track   and 

the  main  line  of  the  Salt  Lake,  between  the  Los  .\ngeles  River  and  Soto 
Street. 

.3.     Connection,  single-track,  between  the  Santa  Fe  main  line  east  of  Hobart 
and  the  San  Pedro  branch  of  the  .Salt  Lake. 


Plans    Presented    for    a    Union    Passenger    Terminal  345 

4.  Connection,   single-track,   northerly   between    tlie   Jackson   Street   spur   of 

the  Southern  Pacific  and  the  Santa  Fe  yard. 

5.  Connection,  double-track,  northerly,  between  the  Southern  Pacific  tracks 

on  .Mhambra  Avenue  from  near  Clover  Street  and  the  Salt  Lake  tracks 
along  the  Los  Angeles  River. 

6.  Double-tracking  of  the  Salt  Lake  from  Alhambra  .\venue  (South  of  Al- 

han;bra  Avenue   to   Fourth   Street   this   is  included   in   the    estimate    of 
track  depression)  to  Humboldt  Street. 

7.  Connection,  single-track,  Humboldt  Street  between  the  new  double  tracks 

just   mentioned  and  the  Santa  Fe  and  Salt  Lake  tracks. 

8.  E.xtension  of  the  east  approach  of  Los   Feliz  Road  bridge  over  the   Los 

.'\ngeles  River. 

9.  Removal  of  Spring  Street  Bridge  over  the  Los  .\ngeles  River. 

More   detailed   description   and   estimates   will   be   found   in   the  chapter 
devoted  to  estimates. 


CHAPTER  XIII. 

OUTLINE. 

r'rincii)al  P'actors  and  Requirements 

Approach  Routes 

Station  Building 

Station  Tracks,  and  Platforms 

Baggage,  Mail  and  Express  Facilities 

Baggage  Facilities 
Mail  Facilities 
Express  Facilities 

"Headend"'  Tracks 

Locomotive  Terminal 

Coach  Yards 

Elevation  and  Grades 

Track  Arrangement 

Extension  of  Santa  Fe  Freight  Station 

Immediate  Construction  Necessary 


CHAPri:R  XIII 

PLAN  FOR  UNION   PASSRN(;KK  -IICRMINAL  AT  SANTA   FE  SITE 

Several  studies  for  |a  union  passenger  terminal  at  the  Santa  Fe  site 
have  been  mafle.  but  only  the  one  thought  best  is  discussed  in  this  report. 
These  plans  were  made  for  the  purpose  of  assuring  ourselves  that  the  site 
would  admit  of  a  reasonable  design  and  of  furnishing  a  basis  for  estimates 
of  cost.  If  a  station  should  be  established  here,  a  more  detailed  analysis 
will  probably  be  desirable. 

PRINCIPAL  FACTORS  AND  REQUIREMENTS 

It  has  become  apparent  that  the  site  of  the  Santa  Fe  property  along  the 
river  from  about  Jackson  Street  to  Seventh  Street  is  larger  than  necessary 
for  a  passenger  station  yard  but  that  it  is  not  large  enough  for  such  a  yard 
and  a  coach  yard.  A  coach  yard  should  be  a  unit  in  itself  and  should  not 
be  dispersed.  Since  this  land  is  too  valuable  for  such  a  purpose  alone  un- 
less an  ideal  layout  can  be  obtained,  and  also  since  it  seems  impracticable 
to  locate  a  w}e  for  turning  trains  anywhere  north  of  Butte  .Street,  all 
attempts  at  locating  the  coach  yard  at  the  Santa  Fe  site  were  abandoned.  W'e 
came  to  this  conclusion  although  we  reali;^cd  that  proximity  tends  toward 
economical  o])eration  and  that  it  might  prove  advisable  to  locate  passenger 
equipment  storage  tracks,  and  possibly  team  tracks  too.  on  the  area  shown  as 
being  devoted  to  the  extension  of  the  Santa  Fe  freight  station. 

We  had  also  in  mind  the  growth  of  the  Santa  Fe  freight  station.  This 
led  to  the  conclusion  that  the  Santa  Fe  site  is  ample  for  a  i)assenger  terminal 
and  for  the  growth  of  the  freight  station,  and  the  plan  submitted  provides 
for  these  two  things.  Estimates,  however,  do  not  include  the  extension  of 
the  freight  station. 

The  fact  that  the  electric  intcrurban  lines  should  reach  the  station  is 
another  controlling  factor.  Provision  is  made  for  the  intcrurban  line,  for 
a  local  line  and  for  the  large  express  and  mail  traffic  handled  by  the  Pacific 
Electric. 


.U8  Los  Angeles  Terminal  Investigatiox 

Approach  Routes 

Southern  Pacific  passenger  trains  from  the  Coast  or  Valley  Routes  en- 
tering the  city  via  Burbank  and  Glendale  would  run  as  at  present  along  the 
easterly  side  of  the  Midway  yard  to  North  Broadway,  where  they  would 
connect  with  the  Santa  Fe  tracks  along  the  bank  of  the  river  and  proceed 
along  these  tracks  to  the  station  yard.  Southern  Pacific  trains  from  Colton 
would  enter  the  city  on  Alhambra  Avenue  as  at  present,  cross  the  Los 
Angeles  River  on  the  present  bridge  and  then,  by  means  of  a  new  connec- 
tion, turn  south  and  reach  the  tracks  on  the  river  bank  just  north  of  Macy 
Street.  If  Alhambra  Avenue  is  not  depressed,  it  is  possible  to  build  this 
connection  with  a  maximum  grade  of  1  per  cent  compensated  and  curves 
of  not  over  10  degrees.  If  the  tracks  on  Alhambra  Avenue  are  depressed, 
this  grade  can  be  reduced  to  approximately  0.66  per  cent,  compensated. 
Southern  Pacific  trains  entering  the  city  from  the  south  via  Florence  would 
proceed  along  Alameda  Street  to  a  point  just  south  of  Butte  Street,  where 
a  connecting  track  with  the  Butte  Street  track  of  the  Salt  Lake  would  be 
installed.  They  would  then  proceed  easterly  along  Butte  Street,  crossing 
over  Santa  Fe  Avenue  on  a  new  fill  and  bridge,  and  at  the  west  banks  of 
the  river  would  turn  into  the  Santa  Fe  tracks,  following  these  tracks  to 
the  station. 

The  Santa  Fe  trains  would  use  the  same  routes  as  at  present  except 
that  at  Redondo  Junction  it  is  proposed  to  construct  a  new  bridge.  (Inas- 
much as  this  bridge  is  a  part  of  all  plans  presented,  the  reasons  for  Iniilding 
it  will  not  be  here  given.  The  matter  has  already  been  discussed  in 
Chapter  VI.) 

Salt  Lake  trains  from  Pasadena  would  reach  the  Santa  Fe  tracks  on 
the  east  bank  of  the  river  near  Humboldt  Street  by  means  of  an  easily 
constructed  connection.  From  this  point  they  would  follow  the  Santa  Fe 
tracks  to  the  station  yard.  Salt  Lake  trains  from  the  south  and  the  east 
via  Riverside  would  reach  the  Santa  Fe  tracks  by  means  of  a  new  connection 
to  be  built  at  Hobart  Junction.  The  Santa  Fe  tracks  would  then  be  fol- 
lowed to  the  station. 

With  a  union  station  at  this  site,  it  appears  possible  to  bring  the  Pacific 
Electric  into  the  station  at  Sixth  and  Main  Streets  via  a  route  very  similar 
to  the  one  proposed  in  the  Southern  Pacific-Salt  Lake-Pacific  Electric  plan. 
That  plan  provides  that  a  line  should  be  followed  from  Aliso  Street  south 
along  the  east  bank  of  the  river,  thence  turning  west  along  a  line  just  south 
of  Sixth  Street  and  crossing  the  river  on  a  curved  bridge  and  passing  over 
the  tracks  on  the  west  bank.  We  now  propose  to  bring  the  Pacific  Electric 
over  the  tracks  on  the  east  bank  of  the  river  at  Aliso  Street  and  to  cross  the 
river  on  a  new  curved  bridge,  at  the  same  time  turning  to  the  south  and 
crossing  over  the   propo.sed   two   freight   tracks   adjacent  to  the   west   bank 


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,^5i  Los    Angeles    Terminal    Investigation 

of  the  river.  The  track  would  then  descend  to  grade,  pass  through  the  sta- 
tion yard  at  grade,  using  station  platforms  similar  to  those  for  the  steam 
roads,  and,  after  going  under  the  Fourth  Street  viaduct,  would  rise  again. 
Thence,  turning  to  the  west,  the  track  would  cross  over  all  of  the  yard  tracks 
and  would  proceed  to  the  Pacific  Electric  station  on  an  all-elevated  struc- 
ture. This  route  would  be  used  for  rapid  transit  only.  Near  Alameda 
Street  a  branch  elevated  structure  to  the  south  would  carry  the  Pacific 
Electric  tracks  over  Seventh  Street.  Between  Ninth  and  Fourteenth  Streets 
the  tracks  would  descend  to  the  present  grade.  Ultimately,  some  other  dis- 
position of  the  tracks  south  of  Tenth  Street  might  be  made,  either  by  open  cut 
or  elevated  construction. 

It  is  also  proposed  to  extend  the  Pacific  Electric  from  Si.xth  Street  and 
Ceres  Avenue  down  Sixth  Street  to  Mateo  Street,  thence  along  Mateo  Street 
to  the  station.  This  would  be  a  local  route  over  which  street  car  service 
only  would  be  given,  although  baggage,  mail  and  express  could  also  reach 
the  station  over  this  route. 

Station  Building 

As  shown  on  the  plan,  the  station  building  is  located  along  Santa  Fe 
Avenue,  centering  on  Third  Street,  with  the  main  entrance  opposite  the 
end  of  this  street. 

The  building,  as  planned,  is  500  feet  by  160  feet  and  is  set  back  27 
feet  from  the  property  line  of  Santa  Fe  Avenue,  although  the  entrance  is 
set  back  but  19  feet.  The  front  portico  would  be  accessible  for  automobiles. 
Street  cars,  both  Los  Angeles  Railway  and  Pacific  Electric  Railway,  could 
berth  immediately  south  of  the  exit.  Inasmuch  as  some  60  per  cent  of  the 
passengers  reach  the  station  by  cars,  it  seems  proper  to  afford  this  con- 
venience. At  the  rear  is  shown  a  marcjuis  40  feet  wide  cantilevered  on  posts. 
The  exit  is  on  the  south  end,  entirely  away  from  outbound  passengers. 

No  plaza  or  park  is  provided  for  as  a  setting  for  the  station.  As  noted 
elsewhere,  a  plaza  is  not  recommended  in  the  plan.  This  feature  could, 
howe\er,  be  incorporated :  in  the  event  that  it  was  thought  desirable,  prob- 
ably the  block  bounded  by  Second,  Third,  Santa  Fe  and  Vignes  Streets 
extended  south,  could  be  acquired.  The  station  should  then  be  moved 
north  to  center  on  this  park. 

No  plans  for  a  station  have  been  prepared,  as  in  the  case  of  the  plan 
for  a  terminal  at  the  Plaza.  It  was  simply  developed  that  probably  about 
60,000  square  feet  of  ground  floor  area  is  required,  and  the  ground  floor  of 
the  union  station  at  Washington,  D.  C,  was  redrawn  to  fit  the  reduced  size. 
As  shown,  the  area  of  the  station  is  about  72,000  square  feet.  This  excess 
over  the  60.000  square  feet  (which  is  used  in  the  plan  for  the  station  at  the 
Plaza  I  gives  a  little  better  arrangement,  which  is  desirable  where  space  is 
available.  Also,  this  building  has  no  concourse  which  the  public  may  use. 
This  is  because  such  a  concourse  w^ould  not  fit  well  into  the  plan  for  a 
pedestrian  siibwav. 


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ru'woua  niil'i)ii->t>»t4  -jiU  Jo 


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354  Los  Angeles  Tkr.mixal   I.westigatiox 

The  station  building  would  be  at  approximately  the  same  level  as  Santa 
Fe  Avenue.  Since  the  tracks  are  limited  to  about  the  same  elevation,  it 
was  decided  to  show  the  subway  system  of  reaching  the  passenger  plat- 
forms— the  same  scheme  as  is  used  at  the  present  Southern  Pacific  station. 
This  effectually  does  away  with  the  necessity  of  having  the  passengers  cross 
the  tracks  and  provides  the  possibility  of  separating  the  streams  of  incom- 
ing and  outgoing  passengers.  As  shown,  the  plan  contemplates  surface 
trucking.  For  the  present,  this  would  be  satisfactory,  but  in  the  future 
when  the  railroad  traffic  becomes  too  congested,  a  trucking  subway,  or  sub- 
ways, might  have  to  be  added.  These  are,  however,  undesirable  and  would 
probably  be  unnecessary  for  a  considerable  period  to  come  on  account  of 
the  large  head-end  trackage  provided. 

Station  Tracks  and  Platforms 

Spacing  the  tracks  alternately  12.5  feet  and  29.5  feet  gives  room  for  16 
passenger  train  tracks,  3  head-end  tracks,  2  Pacific  Electric  tracks  and  2 
freight  tracks.  It  may  be  noted  that  the  Pennsylvania  Station  in  New  York 
has  only  21  tracks  devoted  to  the  use  of  through  trains  (as  distinguished 
from  the  electric  suburban  service  of  the  Long  Island  Railroad),  and  that 
about  three  years  ago  these  through  trains  amounted  to  124  per  day.  This 
station  is  a  through  terminal,  as  would  be  the  case  with  the  Los  Angeles 
union  station  at  this  site. 

The  freight  tracks  at  the  Santa  Fe  site  by-pass  such  freight  business 
as  must  pass  the  site.  The  29.5  foot  spacing  is  for  the  platforms  and  shel- 
ter, the  former  slightly  above  top  of  rail  and  made  of  asphalt,  and  the  latter 
unit-built  reinforced  concrete  '"butterfly"  sheds  similar  to  the  sheds  at  the 
present  Southern  Pacific  station.  The  sheds,  as  shown,  are  nine  in  number, 
seven  of  800  feet  and  two  of  600  feet  in  length. 

The  platforms  would  be  reached  from  the  main  transverse  subway  by 
side  subways  85  feet  long,  on  11.8  per  cent  grades. 

The  main  subway  also  would  reach  the  tracks  of  the  Pacific  Electric 
Railway,  alongside  of  which  are  platforms  700  feet  long  with  shelter,  as 
along  the  steam  road  tracks. 

Baggage,  Mail  and  Express  Facilities 
Baggage  Facilities 

South  of  and  adjacent  to  the  passenger  station  is  the  baggage  build- 
ing, reached  by  a  doorway  from  the  depot.  This  building,  132  feet  by  300 
feet  (39,000  square  feet),  has  but  one  story  although  it  would  be  possible  to 
provide  more  stories  for  office  space  or  future  additional  baggage  space. 
The  building  has  the  length  of  its  sides  in  about  the  proportion  Of  2  to  1, 
which  is  usually  the  most  convenient  shape  for  baggage  or  mail  use.  It 
is  set  back  68  feet  from  the  property  line  of  Santa  Fe  Avenue  and  has  a 
60-foot  driveway  in  front,  behind  an  8-foot  parking  strip  where  trees  should 


I'xiox    Passenger    Tkkmixai.    at    Santa    1'"e    Sit:-;  353 

be  planted  in  order  to  screen  this  huiUlintj  and  make  the  station  more  prom- 
inent. The  back  of  this  building  is  provided  with  a  30-fr)ot  marquis,  adja- 
cent to  which  are  two  tracks. 

Mail  Facilities 

We  have  attem]jted  to  comply  with  the  postofifice  requirements  of  40,000 
square  feet  by  having  one  side  twice  the  end  in  length  in  the  building 
shown,  which  is  very  like  the  baggage  Iniilding  just  described.  It  is  also 
one  story  high  and  is  132  feet  by  300  feet  (39,000  square  feet). 

Express  Facilities 

The  express  building  shown  is  fiO  feet  by  700  feet  (42,000  square  feet). 
This  width  is  based  on  advice  from  the  officials  operating  the  Western  De- 
partment of  the  American  Railway  Express  Company.  The  length,  how- 
ever, is  an  estimate.  This  building  has  a  marquis  and  a  covered  platform 
on  all  sides,  30  feet  wide  on  the  track  side. 

Express  team  tracks  are  shown  with  a  capacity  of  forty-two  70-foot 
cars  adjacent  to  the  express  building.  Tracks  for  nineteen  more  cars  may 
be  installed  at  First  Street  and  Santa  Fe  Avenue.  .Xboul  eight  Pacific 
Electric  express  cars  may  reach  the  station  under  the  arrangement  shown, 
but  this  also  is  subject  to  such  rearrangement  as  may  prove  necessary. 

"Head-End"  Tracks 

"Head-end  tracks"  may  be  defined  as  tracks  upon  which  the  cars  on 
the  head-end  <jf  the  train  (baggage,  express  and  mail  cars)  are  loaded  and 
unloaded.  In  addition  to  having  cars  devoted  solely  to  one  of  these  three 
uses,  there  are  various  combinations  of  two  or  three  uses  for  one  car.  This 
makes  it  necessary  to  group  the  buildings  for  these  purposes  so  that  the 
trucking  may  be  reduced  to  a  minimum. 

There  are  two  general  methods  of  arranging  head-end  tracks,  which, 
as  defined,  do  not  include  team  tracks  for  carload  express  shipments  un- 
loaded direct  into  wagons  or  trucks.  The  underlying  principle  of  both  is 
the  least  disturbance  to  loading  and  unloading  and  the  fewest  car  move- 
ments when  a  car  is  set  in  or  taken  out.     There  may  be  provided  : 

1.  Several   stub  tracks  holding  two  or  three  cars, 

2.  A  long  track  on  which  the  cars  are  set  in   the  order    of    departure,    the 

whole  string  being  moved  along  as  trains  depart. 

In  this  plan  we  have  used  the  second  method.  Three  long  tracks  are 
grouped  about  an  open  space,  accessible  to  wagons,  if  necessary,  and  two 
stub  tracks  ior  mail  cars  will  hold  in  the  aggregate  60  cars  each  70  feet 
long.  All  mav  be  switched  from  a  lead  accessible  to  any  station  track  by 
minimum  switching,  that  is,  no  switching  will  be  required  beyond  the  yard 
entrance  cross-overs. 

As  noted  before,  the  Santa   !■>  will,  no  doubt,   find  it  necessary  in  the 


356  Los    Angeles    Terminal    Investigation 

future  to  extend  its  present  freight  station.  We  have  indicated  how  this 
might  be  done  on  the  portion  of  the  site  unnecessary  for  passenger  use.  If 
this  is  not  thought  desirable,  this  space  may  be  used  for  freight  team  tracks 
or  coach  and  PuHman  storage  tracks. 

Locomotive  Terminal 

Under  this  plan,  a  new  freight  yard  is  proposed  at  Hobart.  An  engine 
terminal  for  freight  engines  should  be  located  and  constructed  at  this  yard. 
This  would  leave  the  present  Santa  Fe  engine  terminal  at  Butte  Street  free 
for  use  as  a  union  passenger  road  engine  and  switch  engine  terminal,  if 
desired.  The  roundhouse  now  has  25  stalls.  The  present  car  repair  tracks 
are  contemplated  for  passenger  car  repairs,  as  a  part  of  the  coach  yard  and 
for  some  heavj-  freight  car  repairs.  Light  freight  car  repairs  are  to  be  made 
at  the  Hobart  yard.  There  is  no  necessity,  however,  for  drawing  rigid 
lines  in  this  respect. 

Coach  Yards 

It  is  proposed  to  locate  coach  yards  either  at  the  present  Southern  Pacific 
freight  yard  or  at  the  Santa  Fe  shop  yard  site  which  lies  along  the  Los 
Angeles  River  just  north  of  Butte  Street.  This  latter  site  would  have  to  be 
considerably  enlarged  for  the  purpose.  In  order  to  turn  the  cars,  it  is 
proposed  to  build  a  "balloun"  or  loop  track  around  the  roundhouse  and  light 
repair  yard,  which  will  enable  a  train  to  be  turned  and  run  into  the  yard 
without  stopping  and  changing  direction.  As  shown,  this  loop  is  on  an  11 
degree  curve. 

The  coach  yard  may  be  divided  into  two  parts :  one,  of  17  stub-end 
tracks  butting  up  against  a  coach  and  Pullman  service  building  and  holding 
300  cars  (70  feet),  and  the  other  of  13  tracks,  accessible  from  either  end, 
holding  185  cars.  These  30  tracks  have  a  capacity  of  about  485  70-foot  cars. 
The  tracks  are  spaced  alternately  16  and  24  feet  or  40  feet  per  pair,  the 
same  as  in  the  Sunnyside  Yard  of  the  Pennsylvania  Railroad  on  Long 
Island,  which  handles  the  New  York  traffic,  this  spacing  having  been  de- 
cided upon  there  after  considerable  attention  by  all  departments. 

Future  extension  of  this  coach  yard,  as  shown,  will  provide  double-end 
tracks  with  a  capacity  of  about  270  cars,  making  a  total  future  capacity  of 
750  cars.  This  number  may  be  still  further  increased  by  the  use  of  the 
present  Santa  Fe  coach  yard's  new  coach  tracks  south  of  Seventh  Street, 
parallel  to  the  river,  or  new  additional  coach  tracks  at  the  station  site. 

The  future  extension  shown  does  not  interfere  with  the  gas  holder  of 
the  Southern  California  Gas  Company,  but  the  gas  generators  of  the  South- 
ern California  Gas  Company  are  in  the  way  of  future  expansion.  These 
should  be  relocated  as  it  becomes  necessary  to  replace  them.  There  are 
two  oil  tanks  of  300,000  gallons  capacity,  which  should  be  moved  though 
this  is  not  necessary  at  once.     The  land  required  for  the  coach  yard  includes 


I  I*.  HH  t.T'riH'.  aiiT  T/    /■owi.T'  trA-tf.H'y  I 'i    ziM/r  no-'   r/u'i    i  r  i.nviyytt.  tvv  riii/v   li  i/o>  r.uir.  i   ii'  - 

rrufiooeT    Jon   »iM»«T»rtJ   31   I  1  »o  rolli'  mo  sfuao  firw    Jl   ,n«l'j  »%  MiajM  srij 


PLAN    FOR 

UNION    COACH    YARD 

TO  ftCCOMRANY   PLAN 

FDR  A 

UNION  PASSENGER   STATION 

AT  THE 

SANTA  FE  SITE 

LOS  ANGELES 


■  ■  Euinu  CnalBiks  IiflDMUl  »«1. 


J 


Pin.  197.    I'l.A 


t  roAni  vAtiD  TO  AccoMfAnv  ■•uan  for  i 


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358  Los  Angeles  Terminal  Investigation 

lands  of  the  gas  company,  and  while  some  arrangement  for  purchase  should 
be  made  if  this  plan  is  adopted,  the  establishment  of  the  coach  yard  need 
not  interfere  particularly  with  the  gas  property  since  the  structures  may  be 
rebuilt  and  moved  as  necessary.  In  the  meantime  a  rental  for  the  land 
can  be  arranged. 

The  17  stub-end  tracks  butt  up  against  a  service  building,  accessible  bj 
teams  from  Santa  Fe  Avenue.  Each  track  will  hold  the  longest  regular 
train,  even  if  the  train  is  cut  and  spaces  left  between  cars. 

Ten  tracks  are  provided  for  diners  and  are  spaced  at  25-foot  centers 
butting  up  against  a  commissary  building.  There  should  be  a  platform 
between  each  track  for  the  reason  that  diners  are  stocked  through  the 
kitchen  windows.  A  shed  covering  the  cars  and  platforms  is  also  shown. 
The  building,  two  stories  high,  is  accessible  for  teams  for  delivery  of  food 
and  other  supplies. 

The  Pullman  and  coach  service  building  is  shown  as  located  across  the 
ends  of  the  stub-end  tracks,  available  for  teams.  A  space  for  a  battery  build- 
ing, etc.,  is  left  in  the  middle  of  the  yard. 

It  is  contemplated  that  repairs  would  be  made  on  the  present  repair 
tracks  near  the  roundhouse. 

The  plan,  as  shown,  while  principally  for  the  purpose  of  assuring  the 
possibility  of.  and  furnishing  a  foundation  for,  estimates,  is,  of  course,  sub- 
ject to  further  change.  Even  as  presented,  it  appears  to  furnish  many 
desirable  features.  Free  switching,  especially,  has  been  considered,  not 
only  of  the  coach  yards  but  of  the  industrial  tracks  and  the  freight  station. 

On  the  other  hand  this  location  of  a  coach  yard  has  one  particularly 
undesirable  feature.  The  yard  itself  encroaches  on  industrial  development, 
especially  in  the  future.  The  site  of  the  yard  is  in  one  of  the  best  parts  of 
the  industrial  district,  lying  between  the  river  tracks  and  Santa  Fe  Avenue, 
and  a  district  in  which  spur  trackage  can  be  installed  at  minimum  e.xpense 
and  without  the  intmduction  of  grade  crossings  of  streets. 

Not  only  would  the  yard  intrude,  but  the  switching  between  the  coach 
yard  and  the  station  would  interfere  with  freight  switching  to  and  from 
industry  tracks. 

In  the  ultimate  analysis  it  may  develop  that  these  factors  point  deci- 
sively to  a  coach  yard  location  elsewhere.  The  present  Southern  Pacific 
freight  yard  site,  proposed  as  a  coach  yard  site  under  the  Plaza  plan,  is  but 
very  little  farther  from  the  Santa  Fe  Station  site  than  the  coach  yard  site 
at  the  Santa  Fe  site.  Aside  from  this  disadvantage,  the  Southern  Pacific 
freight  yard  site  is  in  our  opinion  as  well  suited  for  a  coach  yard  site  as  the 
one  which  we  recommend  or  perhaps  l)etter,  and  this  may  be  considered  an 
alternate  recommendation.     The  cost  would  be  little  different. 


L'mon    Passk.nger   Tkkmixal   at    Santa    I-"r,   Sni-  359 

Elevations  and  Grades 

The  Santa  Fc  site  is  generally  level.  The  ground  slopes  down  from 
the  river  tn  Santa  Fc  Avenue  with  an  approximate  slope  of  0.3  per  cent 
across  the  yard.  In  the  other  direction.  Sixth  Street  is  about  17  feet  lower 
than  First  Street,  and  the  average  rate  of  grade  is  appro.ximately  0.5  per  cent. 
With  these  conditions,  there  is  every  opportunity  for  free  choice  in  the  loca- 
tion of  tracks  and  other  facilities. 

There  is,  however,  one  limiting  feature  introduced  by  the  plan  for  the 
depression  of  tracks  along  the  river :  The  distance  available  for  tracks  un- 
der the  viaduct  is  limited  to  210  feet  from  the  offiicial  bank  of  the  river, 
which  necessitates  a  more  curved  ajjproacli  to  the  station  yard  than  is  desir- 
able and  which  results  in  an  impaired  clearance  over  some  of  the  approach 
tracks.  (See  drawing  showing  proposed  viaduct  over  F^irst  Street,  l-'ig.  .^0 
on  page  179.)  Further  analysis  may  improve  this  situation.  .\t  varinus 
places  on  the  tentative  station  plan  the  proposed  elevations  are  shown,  the 
grade  lines  being  straight  between  these  points.  .\t  First  Street  all  tracks 
are  at  the  same  elevation,  2.^S.-!4  (city  datum),  and  at  the  elevation  ])roposed 
for  track  de|5ression.  The  station  tracks  are  level  to  the  southerly  end  of 
the  umbrella  sheds,  then  descend  on  a  0.49  per  cent  grade  for  900  feet, 
and  then  for  l.iOO  feet  on  a  0..^.^  per  cent  grade  meeting  the  grade  line  jiro- 
posed  for  track  depression  about  opposite  Sixth  Street,  following  this  grade 
to  Seventh  Street.  The  freight  tracks  descend  from  First  Street  to  the  south 
end  of  the  umbrella  sheds  on  a  0.2  per  cent  grade.  This  design  is  chosen 
to  avoid  a  retaining  wall  between  the  freight  and  Pacific  Electric  tracks. 
The  freight  tracks  then  descend  on  a  0.49  per  cent  grade  for  2200  feet, 
and  we  find  them  opposite  Sixth  Street  at  the  same  elevation  as  the  pas- 
senger tracks.  F"rom  .Sixth  Street  south,  the  freight  tracks,  which  art 
about  163  feet  from  the  river,  descend  on  a  0.64  per  cent  grade  to  Seventh 
Street,  where  they  pass  under  at  elevation  235.7,  or  4  feet  lower  than  the 
passenger  tracks  adjacent  to  the  river.  It  will  be  seen  that  the  rates  of 
grade  are  very  favorable. 

A  close  analvsis  would  probably  reduce  the  amount  of  grading  re- 
quired, now  estimated  at  about  390.000  cubic  yards  between  Aliso  and 
Seventh  Streets. 

Track  Arrangement 

The  yard  as  drawn  by  ns  is  designed  with  No.  0  frogs  and  double  slip 
switches.  Curves,  for  passenger  tracks,  are  limited  to  10  degrees.  Roth 
of  these  features  appear  to  coincide  with  the  best  practice. 

Station  tracks  are  tangent  for  the  full  length  of  the  train,  except  for 
the  verv  longest  trains.  These  can  be  accommodated  by  two  tracks.  This 
plan  also  provides  for  easy  coupling  of  cars  and  straight  sheds.  The  throat 
arrangement  permits  of  alternate   routes  and  great   flexibility   in  operation. 


360  Los  Angeles  Terminal   Investigation 

While  a  seemingly  large  number  of  slip  switches  are  shown,  the  effort  has 
been  made  to  reduce  these  to  a  minimum  in  the  ultimate  plan. 

Since  this  is  a  through  station,  we  have  estimated  that  one  interlocking 
plant  would  handle  both  ends  of  the  yard. 

Extension  of  Santa  Fe  Freight  Station 

Extension  of  the  Santa  Fe  less-than-carload  freight  station  is  shown  at 
Santa  Fe  Avenue  and  Fourth  Street.  It  consists  of  a  layout  very  similar 
to  that  of  the  present  station  and  is  for  the  more  distant  future.  This  will 
add  120.000  square  feet  of  shed  and  2,900  square  feet  of  transfer  platform 
to  the  present  facilities,  which  amounts  are  approximately  equal  to  the 
present  facilities.  No  estimates  are  presented  for  this  freight  station.  This 
need  will  come  in  the  somewhat  distant  future,  and  since  such  a  facility 
will  then  have  to  be  provided  in  any  event,  it  is  not  properly  chargeable 
against  a  station  plan. 

Until  this  extension  is  necessary,  the  space  may  be  used  for  coach 
tracks  or  team  tracks  or  may  possibly  be  leased  to  industries  not  requiring 
permanent  buildings. 

IMMEDIATE  CONSTRUCTION   NECESSARY 

Passenger  trains  could  be  routed  to  a  union  station  at  the  Santa  Fe 
site  as  follows :  Those  routes  are  selected  that  require  the  least  immediate 
construction   commensurate   with   satisfactory   operation. 

Southern  Pacific  passenger  trains  from  the  Coast  and  \'alley  routes 
would  transfer  to  the  Santa  Fe  tracks  just  north  of  North  Broadway  Bridge. 
Trains  entering  the  city  via  .\lhambra  Avenue  would  cross  the  river  and 
turn  south  on  a  new  curved  connection,  reaching  the  Santa  Fe  tracks  just 
north  of  Macy  Street.  Trains  from  the  Anaheim  Branch  could  either  turn 
into  Butte  Street  from  Alameda  Street,  follow  this  street  east  to  the  river 
and  reach  the  Santa  Fe  tracks  by  means  of  a  new  connection,  or  could 
transfer  to  the  San  Pedro  Branch  of  the  Salt  Lake  at  Cudahy,  following 
the  route  of  the  Salt  Lake  trains  from  that  point  to  the  station. 

Santa  Fe  passenger  trains  would  follow  their  present  routes. 

Salt  Lake  passenger  trains  from  Pasadena  would  transfer  to  the  Santa 
Fe  tracks  at  the  east  end  of  its  Humboldt  Street  Bridge.  Trains  from 
Riverside  and  from  Los  Angeles  Harbor  would  transfer  to  the  Santa  Fe 
tracks  at  Hobart,  using  new  connections. 

Freight  trains  of  all  roads  would  run  as  at  present,  except  that  South- 
ern Pacific  trains  from  Los  Angeles  Harbor  would  use  the  Butte  Street 
track  of  the  Salt  Lake  from  Alameda  Street  to  the  Santa  Fe  tracks  at 
Redondo  Junction  and  thence  northerly  along  the  Santa  Fe  tracks  on  the 
west  bank  of  the  Los  Angeles  River,  as  proposed  for  the  Anaheim  branch 
passenger  trains. 


Union    Passenger   Terminal    at    Santa    Fe   Site  361 

Since  the  proposed  union  passenger  station  would  occu])y  the  site  of 
the  present  Santa  Fe  freight  yard,  it  is  proposed  that  sufficient  trackage  be 
installed  in  the  new  freight  yard  site  of  the  Santa  Fe  east  of  Hobart.  No 
changes  would  be  necessary  in  the  Southern  Pacific  or  Salt  Lake  freight 
yards.  Also,  since  under  this  plan  it  is  proposed  to  continue  in  the  three 
freight  stations  of  the  three  roads,  no  changes  would  be  required  in  the 
freight  stations. 

As' in  all  plans  for  initial  construction,  the  depression  of  the  Salt  Lake 
and  Santa  Fe  tracks  is  contemplated  from  Alhambra  Avenue  to  F'irst  Stree't, 
in  order  to  pass  under  proposed  viaducts  carrying  Macy  and  Aliso  Streets 
across  the  Los  Angeles  River  and  adjacent  tracks.  With  the  union  station 
at  the  Santa  Fe  site,  the  general  level  of  the  station  demands  that  the  ulti- 
mate excavation  for  the  station  yard  be  undertaken  and  completed  at  once 
between  First  Street  and  Station  122  plus  ~7 .  F"ig.  26  (see  page  146).  Be- 
tween the  latter  point  and  Seventh  Street  the  present  grade  may  be  used 
since  Seventh  Street  is  not  to  be  depressed  at  once.  It  follows  that  the 
tracks  between  Aliso  Street  and  First  Street  should  be  deiircsscd  to  their 
ultimate  grade.  The  level  of  the  present  First  Street  viaduct  will  permit 
passing  under  it  with  standard  clearance. 

It  is  realized  that  the  Seventh  Street  crossing  of  the  Santa  Fe  tracks  will 
be  considerably  busier.  Some  criticism  may  possibly  be  justified  as  condi- 
tions at  this  crossing  are  not  improved  but  aggravated.  We  have  not  in- 
cluded the  construction  of  a  new  viaduct  at  Seventh  Street  in  the  first  step 
because  the  present  bridge  is  of  adequate  width  and  cost  a  large  sum  of 
monev  only  ten  years  ago,  and  the  city  should  obtain  a  longer  service.  We 
do,  however,  recommend  that  this  bridge  be  replaced  by  the  proposed  via- 
duct over  the  tracks  and  ri\cr  at  the  end  of  five  years. 

The  first  stcj)  at  the  uninn  station  would  contem|date  construction  of 
the  station  building  com])lete  and  all  the  trackage.  All  the  tracks  are  not 
nccessarv  now.  but  since  their  cost  is  relatively  small  and  since  the  main 
transverse  subway  would  have  to  be  built  complete  to  reach  and  serve  the 
Pacific  Electric  tracks,  the  installation  of  all  the  trackage  seems  justified, 
particularly  as  operation  of  the  yard  might  be  made  somewhat  less 
expensive. 

The  following  areas  of  buildings  will  he  sufiicient  for  the  present: 

Expresa  building 24.000  square  feet 

Baggage  building   24.000 

Mail  building   40,000 

At  the  coach  yard  it  will  not  be  necessary  to  install  all  the  trackage. 
and  at  the  site  of  the  present  coach  yard,  rearrangement  is  not  now  neces- 
sary. The  site  of  the  proposed  future  extension,  or  addition,  to  the  freight 
station  may,  if  desirable,  be  temporarily  devoted  to  passenger  car  yard  uses. 


362  Los  AxGELES  Terminal   Investigation 

Aside  from  the  station,  freight  yard  track  depression  and  grade  cross- 
ing elimination,  the  following  construction  is  necessary  on  the  approach 
routes : 

1.  Connection,  single-track,   Butte  Street  track  of  the  Salt  Lake  into  Ala-     . 

meda  Street  southerly. 

2.  Double-tracking  of  Santa  Fe  from  each  bank  of  Los  Angeles   River  to 

new  freight  yard  at  Hobart. 

3.  Connection,  single-track,  between   Butte  Street  and  main   line  tracks  of 

Salt  Lake  east  of  the  Los  Angeles  River. 

4.  Connection,  single-track,  between   industrial   spur  of  Santa   Fe   north  of 

Industrial  Street  with  tracks  in  Alameda  Street. 

5.  Connection,  single-track,  of  Jackson   Street   spur  with  Santa   Fe   tracks. 

6.  Removal  of  present  main  line  crossings  of  Macy  Street  and  .\liso  Street 

Bridge. 

7.  Connection,  double-track,  at  Mission  Tower  of  tracks  in  Alhambra  .\ve- 

nue  and  Santa  Fe  tracks  along  the  river. 

8.  Connection,  single-track,  between  Salt  Lake  and  Santa  Fe  tracks  at  east 

end  of  Humboldt  Street  bridge  of  Santa  Fe. 

9.  Connection,  double-track  of  Southern  Pacific  and  Santa  Fe  tracks  near 

North  Broadway. 
10.     Double-tracking  of  the  Santa  Fe  from  Alhambra  Avenue  to  connection 
with  Southern   Pacific  tracks  mentioned  in  No.  9  above. 

The  First  Street  Bridge  is  in  bad  physical  condition  and,  if  possible, 
should  be  replaced  as  soon  as  money  is  available.  This  would  require  fur- 
ther depression  on  the  Salt  Lake  side,  but  the  Santa  Fe  side  will,  under 
this  plan,  be  ready. 


CHAPTER  XIV. 

OUTLINE 
Principal  Factors  and  Requirements 
Comparison  with  Barnard  Plan 
Principal  Advantages  of  Site 

Convenience  for  the  Railroads 

Convenience  for  the  Public 

Architectural  and  Aesthetic  Efifect 

Features  of  the  Plan 

Site 

General  Approach  Routes 

Station  Building 

Station  Tracks  and  Platforms 

Ultimate  and  Immediate  Construction  of  Approach  Routes 

Baggage,  Mail  and  Express  Facilities 

Baggage  Building 

Mail  Building 

Express  Facilities 
Station  Yard 
Coach  Yard 

Relocation  of  Southern  Pacific  Freight  Station 
Locomotive  Facilities 

Immediate  Construction  Necessary 

Selection  of  Plaza  for  Final  Recommendations 

Advantage  of  Plaza  Plan  Over  Other  Plans 

Cost  Estimates 

Final  Recommendations 


CHAPTER   XIV 
PLAN  FOR  UNION  TERMINAL  AT  THE  PLAZA 

PRINCIPAL  FACTORS  AND  REQUIREMENTS 

This  plan  was  made  after  a  comparison  of  the  merits  and  demerits  of 
all  the  plans  presented  and  after  a  study  of  plans  for  similar  projects  in 
other  cities.  Many  possible  positions  of  the  station  and  trackage  were  con- 
sidered before  the  present  ])lan   was  developed. 

The  Washington  union  station  may,  we  believe,  be  considered  as  typ- 
ical of  the  best  practice  in  station  design  in  the  country  today.  The  cir- 
cumstances surrounding  its  location  and  design  are  worthy  of  careful  study 
(see  volume  LXXXI  of  Transactions  of  American  Society  of  Civil  Engi- 
neers). In  1901,  Congress  passed  acts  relating  to  reconstruction  of  termi- 
nals and  elimination  of  grade  crossings.  Later  Mr.  Daniel  H.  Burnham 
and  Air.  Charles  F.  McKim,  foremost  among  American  architects;  Mr. 
Frederick  Law  Olmstead,  foremost  in  landscape  architecture;  and  Mr. 
Augustus  St.  Gaudens,  first  among  American  sculptors ;  were  appointed  as 
a  criinmission  for  the  civic  development  of  Washington.  The  Commission 
visited  Rome,  \'enice,  Vienna,  Paris,  Budapest  and  London.  The  site  for 
the  union  statiun  was  selected  only  after  considerable  thought  and  labor  on 
the  part  of  the  architects  and  the  officers  of  the  railroad  companies  involved 
— the  Baltimore  and  Ohio  and  the  Pennsylvania  Railroads.  These  com- 
panies may  be  held  to  represent  the  best  in  American  Railroad  practice. 
The  station  stands  pre-eminent,  therefore,  because  it  is  certain  that  every 
important  factor  of  location  and  constructicjii  was  not  only  given  careful 
consideration,  but  entered  into  its  proper  place  in  the  final  design.  The 
terminal  was  completed  in  1907,  si.x  years  after  the  enabling  act  of  Congress. 


COMPARISON  WITH  BARNARD  PLAN 

In   the    Washington   station,   the  architectural   and   aesthetic   as   well   as 
the  engineering  requirements  have  been  met. 

1.  A  plaza  has  been  created  in  front  of  the  station. 

2.  The  streets  radiate  from  this  plaza. 

3.  The  head  house  is  located  on  the  axis  of  an  important  street. 


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Union    Passenger   Terminal    at    tiik    Pi.aza  367 

It  is  our  belief  that  the  F.arnard  plan  makes  possible  the  realization  of 
all  three  of  these  requirements  in  the  most  effective  manner.  Just  as  Mr. 
Barnard  has  stated  that  his  plan  is  "a  combination  of  some  of  the  ideas 
which  have  been  presented"  (Trans.,  pajje  721),  and  that  "the  plan  is  not 
supposed  to  be  an  original  plan  in  a  great  many  respects"  (Trans.,  page 
837),  so  we  believe  that  we  have  but  carried  his  plan  further  in  its  logical 
development. 

The  principal  changes  made  by  us  in  the  Barnard  plan  are  these: 

1.  A  I'laza  has  been  added  in  front  of  the  station. 

2.  The  tracks,  instead  of  remaining  at  the  level  of  .Mameda    Street,    have 

been  raised  practically  to  the  level  of  Main  Street  and  are  at  the  same 
level  as  the  station  floor. 

3.  The  Southern  Pacific  freight  yard  is  used  as  a  coach  yard. 

4.  There  are  fewer  tracks. 

5.  San   Pedro  Street  is  extended. 

6.  Macy  Street  is  extended  through  to  Broadway  by  a  viaduct. 

7.  The  rapid  transit  subway  arrangement  is  different. 

8.  Alameda  Street  has  been  extended  by  a  subway  under  the  throat  of  the 

yard. 

9.  Station    facilities,   baggage,   mail   and   express   buildings   and    coach    yard 

facilities  have  been   provided. 

\\"e  have  prc])are(i  a  plan  showing  a  jiossible  arrangement  r)f  the  neces- 
sary facilities.  This  ])lan  is  in  sufficient  detail  to  satisfy  us  that  it  will  be 
possible  to  fill  the  re()uirements  for  a  terminal  at  this  site  in  a  thoroughly 
])ractical  manner  (see  Fig.  129  on  page  ,^f)9).  This  plan,  however,  should 
be  considered  as  ]ireliminary  and  subject  to  the  changes  which  usually 
accompany  a  still  more  detailed  analysis  when  working  drawings  are 
prepared.  The  architectural  design  of  the  building  is  not  considered  as 
being  within  the  scope  of  the  report.  The  station  at  Washington,  D.  C. 
has,  therefore,  been  shown  in  the  plans  as  typical  of  the  best  practice. 
I'ig.  128  on  page  366. 

PRINCIPAL  ADVANTAGES  OF  SITE 

The  principal  advantages  of  this  site  are  its  convenience,  its  general 
desirability  architecturally  and  from  a  civic  standpoint,  and  the  fact  that 
there  is  the  most  ample  provision  for  all  possible  future  railway  transporta- 
tion  development. 


368  Lo6    AxGELES    TEUMixvr     lx\i-:sii(; ation 

Convenience  for  the  Railroads 

This  site  will  be  convenient  for  the  railroads  as  well  as  for  the  public. 
It  is  near  two  of  the  three  principal  railroad  entrances  to  Los  Angeles — 
the  northern  and  the  eastern.  Sixty  per  cent  of  the  trains  and  70  per  cent 
of  the  passengers  use  these  two  routes.  The  route  south  would  extend 
along  the  west  bank  of  the  river  and  would  use  the  Santa  Fe  right  of  way. 
The  route  east  would  pass  along  Alhambra  Avenue  (or  parallel  with  it,  if, 
at  some  future  time  the  tracks  are  removed  from  this  street).  The  route 
north  would  use  the  Santa  Fe  right  of  way  on  the  west  bank  of  the  river. 
The  present  Southern  Pacific  freight  yard  will  make  an  adequate  and  con- 
venient coach  yard  site.  The  Southern  Pacific  shops,  also,  are  conveniently 
located  and  are  capable  of  being  enlarged  when  necessary.  The  wye  con- 
nection along  Redondo  Street  will  permit  a  train  to  be  turned.  Operating 
requirements  demand  this  facility  of  operation.  Passenger  trains  between 
two  terminals  are  commonly  run  both  ways  with  the  same  cars  and  these 
trains  often  include  cars  which  usually  run  one  way  only  (such  as  combina- 
tion baggage,  buffet  or  observation  cars).  It  is  found  desirable  to  keep 
the  train  intact  while  being  cleaned  at  the  coach  yards.  A  place,  prefer- 
ably near  the  yard,  should  be  provided  for  turning  trains  as  a  whole.  It 
may  be  found  advisable  to  back  trains  into  the  station  to  facilitate  the 
handling  of  baggage,  etc.  The  wye  also  makes  this  possible.  With  the 
exception  of  an  unimportant  crossing  on  the  coach  yard  lead,  the  terminal 
area  will  be  free  from  grade  crossings. 

Convenience  for  the  Public 

From  the  standpoint  of  the  public  this  site  is  especially  convenient.  It 
is  accessible  for  the  main  lines  of  street  and  interurban  railroads.  In  fact, 
more  people  will  be  served  without  transfers  from  this  point  than  from  any 
other  point  in  Los  Angeles.  Five  times  as  many  electric  railway  passen- 
gers are  served  without  a  transfer  from  this  point  than  from  the  Arcade. 

The  advantage  of  locating  the  station  close  to  a  rapid  transit  route  is 
aiijjarent  when  we  consider  the  running  time  from  the  proposed  subway 
station  between  Arcadia  and  Republic  Street  to  various  points  along  Main 
Streets.  The  time  from  this  station  to  Second  Street  would  be  1J4  min- 
utes and  from  tliis  station  to  Sixth  Street,  .Z'j  minutes  (based  upon  a  sched- 
ule speed  of  20  miles  per  hour).  These  figures  show  the  convenience  of 
this  location  with  reference  to  the  business,  hotel  and  shopping  districts 
!,see  Fig.  102  on  page  287). 

Until  such  time  as  a  subway  is  built,  the  Pacific  Electric  trains  can  use 
San  I'edro  .Street ;  the  cars  now  using  Los  Angeles  Street  can  turn  at  First 
Street  to  Main  Street.  This  will  leave  Los  Angeles  Street  entirely  free  for 
vehicles.  The  Pacific  Electric  rights  in  Los  Angeles  Street  extend  for  about 
nine   years,   but   possibly   this   route   can   be   vacated   sooner   by   agreement. 


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370  Los  Angeles  Termixal   Ixvestigatiox 

After  the  subway  is  built,  the  local  cars  can  continue  to  use  the  present 
routes.  A  more  direct  route  to  Pasadena  up  the  Arroyo  Seco  has  been  sug- 
gested and  would,  doubtless,  result  in  a  considerable  saving  in  time  and 
distance.     This  point  is  discussed  in  Chapters  IV  and  IX. 

The  majority  of  people  will  continue  to  be  carried  by  the  street  and 
interurban  lines,  notwithstanding  the  increased  use  of  the  automobile,  pro- 
vided that  up-to-date  service  and  equipment  are  supplied.  However,  the 
site  will  also  prove  a  very  convenient  one  for  the  40  per  cent  of  steam  road 
passengers  using  automobiles. 

The  streets  radiate  fan-like  from  the  new  plaza  in  front  of  the  station, 
making  the  site  accessible  from  all  directions.  Los  Angeles  Street  is 
already  a  wide  street — especially  at  its  northern  end — and  will  provide  a 
route  free  from  car  lines,  direct  to  the  station  from  the  business  center. 
Sunset  Boulevard  will  provide  a  convenient  route  to  Pasadena,  Hollywood 
and  the  district  behind  the  ridge  paralleling  Hill  Street.  In  fact,  it  may  be 
more  convenient  for  vehicles  from  the  vicinity  of  Seventh  and  Figueroa 
Streets  to  use  Figueroa  Street  and  Sunset  Boulevard  in  reaching  the  station 
instead  of  passing  through  the  business  district.  Aliso  Street  and  its  con- 
nection to  Macy  Street,  via  Lyon  Street,  will  serve  the  heavy  traffic  which 
us-;s  Mission  Road  as  the  entrance  to  the  city. 

At  the  i)resent  time  the  streets  in  the  vicinity  of  the  Plaza  are  by  no 
means  congested.  Although  the  streets  converge  and  their  traffic  is  ex- 
tremely heavy,  they  are  wide  enough  to  permit  constant  high-speed  move- 
ment and  are  free  from  traffic  blockades.  Only  two  of  the  streets  arc 
occupied  by  car  lines.  The  addition  of  a  union  station  at  this  site  will  not 
materially  affect  the  conditions  which  now  e.xist  if  adequate  street  facilities 
are  provide  to  take  the  place  of  the  present  street  arrangement.  It  is  very 
important,  however,  that  this  be  accomplished. 

In  the  plan  proposed  by  us.  although  Los  Angeles  Street  will  end  at 
the  station,  San  Pedro  Street  will  be  extended  to  Alameda  Street  and  Main 
Street  will  be  widened  past  the  station  from  90  to  120  feet.  With  this 
widening  the  sidewalks  can  be  maintained  at  a  with  of  14  feet  and  the 
resulting  roadway  will  accommodate  8  lines  of  vehicles  abreast  (or  6  Ime.; 
and  2  street  cars).  Proper  police  regulation  of  parking  can  keep  this 
street  free  from  congestion. 

The  building  of  the  Second  Street  tunnel  and  the  improvement  of 
First  Street  west  of  Figueroa  will  provide  a  new  outlet  for  traffic  to  Holly- 
wood. In  the  plan,  the  proposed  viaduct  on  Macy  Street  connecting  with 
North  Broadway  and  Sunset  Boulevard  will  still  further  reduce  the  vehicular 
and  street  car  traffic  through  the  "throat''  at  Main  Street  near  the  Plaza. 
This  traffic  is  very  heavy.  In  connection  with  this  viaduct,  a  subway  below 
the  present  Broadway  tunnel  for  the  Los  Angeles  Railway  cars  will  make 
possible  a  rerouting  of  certain  lines,  as  described  in  Chapter  IV. 


Union    l'AssENt;EK    'riiRMiNAi.    at    tmk    I'i.a/a  371 

The  station  floor  is  desitjned  to  be  at  the  same  level  as  the  station  tracks, 
and  a  mezzanine  jailer)-  below  Main  Street  with  access  up  to  surface  safety 
stations  for  the  Los  Angeles  Railway  and  down  to  subway  station  plat- 
forms for  the  suburban  lines  will  result  in  a  maximum  of  convenience  and 
safety  for  the  public.     (See  Fig.  132  on  page  i77 .) 

Architectural  and  Aesthetic  Effect 

"^ — \ 
W  e   believe   that   the   location    of  a   union    passenger   station   on    a   site 

unsuitable  architecturally  would  be  a  mistake.     The  main  portal  of  the  City 

of  Los  Angeles — a  community  of  600,000  inhabitants — should  be  dignitied  by 

giving  it  the  proper  setting. 

The  plaza  in  front  of  the  station  should  be  considered  an  essential  and 
integral  part  of  the  project.  It  will  give  a  setting  to  the  Federal  Building 
as  well  as  to  the  station  and  will  include  the  e.xtension  of  Aliso  Street 
through  to  Main  Street.  This  e.xtension,  which  will  afford  a  view  of  the 
I'ederal  Building,  was  advocated  by  Charles  Mulford  Robinson,  the  city 
planning  expert,  in  his  report  on  the  City  of  Los  Angeles.  Attention  is 
called  to  his  recommendation  for  side  hill  im])rovements  west  of  Main 
Street. 

A  symmetrical  arrangement  is  shown  for  this  New  I'laza.  The  ]>lant- 
ing  and  general  arrangement  should  be  as  formal  as  the  location  will  jjermit 
in  order  to  harmonize  with  the  projiosed  classical  architecture  of  the  station 
building.  A  screen  of  trees  might  be  used  to  conceal  the  buildings  fronting 
on  Commercial  Street.  The  axis  of  the  station  building  is  parallel  with 
Main  Street,  and  the  central  facade  is  at  the  end  of  Los  Angeles  Street. 
The  station  will  be  visible  from  Third  and  Los  Angeles  Streets,  Jackson 
and  San  Pedro  Streets  and  F'irst  and  Spring  Streets.  The  historic  Mission 
Church  will  be  visible  to  all  travelers. 

The  straightening  and  widening  of  Los  Angeles  Street  into  a  mall,  as 
suggested  by  Robinson  for  I'ifth  Street  is  a  possible  development. 

The  proposed  location  will  permit  future  roads  to  enter  without  pro- 
hibitive e.xpenditures. 

FEATURES  OF  THE  PLAN 

Site 

The  station  ])roposed  in  this  plan  is  a  tract  of  approximately  60  acres, 
in  general  shape,  a  rectangle  700  feet  wide  and  about  3800  feet  long.  The 
westerly  long  side  of  the  rectangle  lies  along  the  east  side  of  North  Main 
Street;  the  easterly,  a  line  500  feet  therefrom  and  partly  along  Date  Street. 
The  southerly  short  side  is  along  Commercial  Street,  and  the  northerly  end 
along  Redondo  Street.  These  60  acres  do  not  include  the  jjresent  site  of 
the  Southern  racific  freight  yard  proposeil  to  be  used  as  a  union  coach  yard. 
Aditional    strips   of   right  of   way   extend   along  Alhambra   Avenue    for   ap- 


372  Los  Angei.es  Terminal  Investigation 

proach  tracks,  along  Redondo  Street  for  coach  yard  connection  tracks  and 
along  Ramirez  Street  for  possible  Pacific  Electric  interurl)an  elevated  tracks. 

The  property  is  held  as  follows : 

Privately   Owned    61   per  cent  of  area 

Carrier   Owned    7 

Street  Areas   32 ' 

Total     100 " 

The  site  is  now  occupied,  to  a  large  extent,  by  old  buildings — once 
among  the  best  in  the  city  but  now  run  down.  There  is,  however,  a  con- 
siderable portion  devoted  to  industrial  use. 

It  is  estimated  that  the  cost  of  the  site  would  be  as  follows : 

ESTIMATED  COST  OF  ACQUISITION  OF  SITE 

Property  Land  Improvements  Total 

Privately  Owned   $2,937.8J8  $807,545  $3,745,373 

Carrier  Owned   360.805  360,805 

Total    $3,298,633  $807,545  $4,106,178 

Street  Areas  0  0 

Grand  Total  $3,298,633  $807,545  $4,106,178 

The  figures  above,  exclude  the  site  of  the  present  Southern  Pacific 
freight  yard  between  North  Broadway  and  North  Spring  Streets,  and  north 
of  College  Street,  proposed  as  the  site  of  the  union  coach  yard.  This  par- 
cel contains  48.46  acres  and  is  valued  at  $1,477,672. 

Further  details  will  be  found  in  Chapters  XVIII  (Real  Estate  Studies) 
and   Chapter  XX    (Estimates). 

General  Approach  Routes 

Southern  Pacific  trains  from  the  Coast  or  Valley  routes  would  follow  the 
present  tracks  to  about  Roseview  Avenue  although  the  tracks  would  be 
raised  for  some  distance.  New  tracks  would  then  be  built  over  the  throat 
of  the  new  Classification  Yard,  and  along  the  west  side  of  the  freight 
tracks  as  far  as  Alhambra  Avenue,  where  they  would  reach  the  northerly 
end  of  the  station  yard.  For  the  time  being,  the  present  tracks  could  be 
used  down  to  the  North  Broadway  Bridge,  where  connections  would  be 
made  with  the  Santa  Fe  tracks.  Southern  Pacific  trains  from  the  East  via 
Colton,  would  reach  the  station  yard  direct  via  Alhambra  Avenue. 

Santa  Fe  trains  from  Pasadena  and  beyond,  would  reach  the  new  tracks 
along  the  river  under  the  North  Broadway  bridge,  cross  over  the  freight 
leads  at  grade  (protected  by  interlocking)  and  then  follow  the  same  route 
as  described  for  the  .Southern  Pacific  i:rains  to  the  station.  Santa  Fe  trains 
from  the  south  would  cross  the  river  by  means  of  a  new  bridge  near  Redondo 


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374  I-ns  Angeles  Terminal  Investigation 

Junction  and  would  then  proceed  northerly,  adjacent  to  the  west  bank  of 
the  river  to  Alhambra  Avenue  where  they  would  connect  with  the  station 
yard  by  means  of  a  new  connecting  track. 

Salt  Lake  trains  from  Pasadena  would  use  the  Santa  Fe  tracks  on  the 
east  side  of  the  river  (as  recommended  in  Chapter  IX)  and  to  the  station. 
Salt  Lake  trains  from  the  south  and  east  via  Ri\-erside  would  connect  with 
the  Santa  Fe  tracks  by  means  of  a  new  connection  at  Hobart  Junction 
and  would  use  the  Santa  Fe  tracks  from  that  point  to  the  station. 

Pacific  Electric  local  cars  would  enter  the  City  over  the  Aliso  Street 
Bridge  raised  and  proceed  along  Aliso  Street  to  San  Pedro  Street  as  at 
present.  The  existing  Pacific  Electric  tracks  in  Los  Angeles  Street  and  in 
Aliso  Street,  west  of  San  Pedro,  would  be  removed  and  the  Los  Angeles 
Railway  track  on  hirst  Street,  between  Los  Angeles  and  San  Pedro  Streets 
would  be  rebuilt  as  a  three-rail  track.  Rapid  transit  could  be  afforded  by 
means  of  the  subway  in  Main  Street.  Almost  opposite  Sunset  Boulevard 
this  subway  would  turn  to  the  east  and  would  follow  along  the  south  side 
of  the  present  iVIacy  Street  team  yard,  emerging  to  the  surface,  and  would 
then  follow  along  the  south  side  of  Ramirez  Street,  ascending  and  passing 
over  Lyons  Street.  It  would  then  continue  as  an  elevated  line  to  the 
river,  which  would  be  crossed  on  the  same  bridge  as  the  local  line. 

In  the  event  that,  sometime  in  the  future,  it  becomes  possible  to  con- 
struct a  new  line  for  the  Pacific  Electric  along  a  more  direct  and  quicker 
route  between  Los  Angeles  and  Pasadena,  this  line  can  be  brought  to  the 
west  side  of  the  river  just  north  of  the  North  Broadway  Bridge.  It  would 
then  skirt  the  westerly  side  of  the  proposed  coach  yard,  descending  until 
it  reaches  Alameda  Street  as  a  subway.  It  would  then  proceed  until  it 
met  the  above  mentioned  subway  in  Main  Street,  opposite  Sunset  Boulevard. 

An  important  element  of  this  routing  of  both  steam  and  electric  lines 
lies  in  the  fact  that  there  is  a  complete  segregation  of  freight  and  passenger 
routes,  with  the  exception  of  unimportant  crossings.  This  is  accomplished 
by  placing  the  passenger  tracks  west  of  the  freight  tracks  north  of  Alhambra 
Avenue  and  east  of  the  freight  tracks  south  of  Alhambra  Avenue. 

Associated  with  this  plan,  as  well  as  with  other  terminal  plans,  is  the 
idea  of  eliminating  all  movements  of  Southern  Pacific  through  freight  in 
the  district  on  the  west  side  of  the  river,  north  of  Butte  Street.  To  ac- 
complish this,  the  scheme  is  to  construct  new  tracks  along  the  east  bank 
from  San  Fernando  Road  to  Humboldt  Street,  and  to  use  the  Salt  Lake 
tracks  from  Humboldt  Street  to  Butte  Street.  Eastbound  freight  would 
turn  into  Alhamlira  Avenue  by  means  of  a  new  connection  just  north  of 
the  street  and  southbound  Southern  Pacific  freight  would  turn  to  the  west 
on  a  new  connection  just  north  of  Butte  Street.  It  would  then  proceed 
westerly  on  Butte  Street,  crossing  over  Santa  Fe  Avenue  and  turning  south 
on  Alameda  Street.  There  is  no  movement  of  freight  through  the  indus- 
trial district  on  either  the  Santa  Fe  or  the  Salt  Lake,  so  it  is  not  necessary 


ullfuntia  Itailnatl  Commisric.n  Engineerinf  I)t?i»t. 

FIG.   i:{l. 


PLAX    FOK    UMON     l»ASSE>GEU     STATION     AT    THK     IM.AZA 


The  lloor  plan  shows  approximately  the  space  an.i  facilities  r.-f|uired  Main  Mreet 
is  shown  widened  to  120  feet.  The  fulure  subway  station  and  surface  loading  platforms 
will  give  direct  access  to  and  from  the  station  building  without  crossing  lines  of  traffic. 
A  formal  arrangement   for  the  New  Plaza  is  recommended. 


376  Los  Angeles  Termixal  Investigation 

to  plan  for  the  elimination  of  through  freight  movement  on  these  roads. 
Santa  Fe  freight  from  Pasadena  and  beyond  would  turn  into  the  Salt  Lake 
tracks  at  Humboldt  Street  and  would  follow  these  tracks  to  Butte  Street 
along  the  east  bank  of  the  river,  turning  at  Butte  Street  into  the  Santa 
Fe  tracks,  which  wouki  l)e  followed  to  Hobart. 

Station  Building 

It  should  be  noted  that,  with  the  exception  of  a  preliminary  plan  for 
the  first  floor,  no  architectural  plans  for  a  station  building  are  herein  pre- 
sented. This  work  is  without  the  scope  of  this  report  and  should  not  be 
undertaken  until  the  final  decision  has  been  made  in  this  case.  Plans  should 
then  be  made  by  architects  of  recognized  ability  and  nation-wide  experience 
in  station  design.  Awarding  the  work  by  competitions  is  not  recommended, 
as  many  of  the  best  men  refuse  to  participate  in  them. 

For  preliminary  purposes  it  will  be  sufficient  to  ascertain,  approximately, 
what  floor  area  is  needed  and  to  determine  if  this  space,  in  the  proper 
shape,  can  be  found  at  this  site.  After  study  of  the  principal  station  build- 
ings in  this  country — and  taking  into  consideration  Los  Angeles  condi- 
tions— we  are  convinced  that  approximately  60,000  square  feet  of  floor 
space  should  be  provided  for  in  the  building. 

The  Washington  Station  has  been  used  as  a  model,  but  the  length  has 
been  redticed  from  626  feet  to  -nOO  feet.  Taking  into  consideration  the 
changed  location  of  proposed  exits,  the  baggage  facilities  .etc.,  some  re- 
arrangement of  the  ]3arts  became  necessary.  Such  re-arrangement  resulted 
in  a  depth  of  about  160  feet  for  the  main  building,  with  a  concourse  .^0 
feet  wide  and  a  head  platform  40  feet  wide. 

In  the  plan  Fig.  131  on  page  375  the  building  is  (neglecting  corners, 
etc.)  1.58  l.iy  400  feet,  or  63,200  square  feet,  which  is  divided  as  follows: 

FLOOR  AREAS— PROPOSED  PLAZA   STATION 

Square  Feet 

Waitin.g  room    15,400 

Ticket  lobby   4,400 

Restaurant   Iobl>y    1.900 

I'ublic  space  in  building 21,700 

Concourse   (additional) — 40,000 

Ticket  office   2,370 

Telephone  and  Telegraph 1,000 

Men's  smoking  room  1,200 

Barber  shop   640 

Men's   toilets    1.330 

3,170 

Women's  rest  room  1.650 

Women's  toilets    1 ,380 

3,030 


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378  Los   Angeles   Terminal   Investigation 

Restaurant     .t,840 

Lunch  room   —100 

Kitchen   (main   floor  only) 2.400 

10,340 

Cigar  and  News  Stand,  etc 400 

Parcel  check  room   1,500 

Invalids'  room   400 

Travelers'  aid  office   400 

Porticos,  halls,  walls,   stairways,   etc 18,890 

Total   63,200 

Because  of  tlie  heavy  vehicle  traffic  expected  in  Main  Street,  it  was 
thought  desirable  to  sug.g'est  a  two-car  safety  station  at  each  side  of  the 
street  railway  tracks,  to  be  reached  by  two  pedestrian  subways  from  the 
union  station.  These  will  also  be  used  to  reach  the  rapid  transit  subway 
recommended   for   Main    Street. 

Because  of  the  difiference  in  elevation  of  Main  Street  and  Alameda 
Street,  considerable  attention  was  paid  to  the  question  of  setting  the  station 
building  on  satisfactory  grades.  The  grades  proposed  are  shown  on  Fig. 
131  (see  page  375).  Tlie  station  platforms  will  be  at  practically  the  same 
level  as  the  New  Plaza. 

Separatifin  of  incoming  and  outgoing  passengers  would  be  accomplished 
by  releasing  the  latter  at  the  westerly  end  of  the  concourse,  wdiere  they 
could  conveniently  reach  street  cars  or  the  auto  space  at  the  west  end 
of  the  statioiL  The  ticket  lobby  is  off  the  stream  of  travel.  The  f^oor  area 
for  the  kitcheiL  as  shown,  is  insufficient:  additional  space  should  be  pro- 
vided on  a  lower  floor. 

Upper  floors  may  be  provided  on  which  offices  for  the  participating 
railroads,  or  for  general  rental,  could  be  located.  The  questioti  of  space 
is  a  matter  of  negotiation  and  has  not  been  considered  in  the  plans.  We 
believe  a  satisfactor}-  building  can  be  provided  for  one  million  dollars  and 
use  this  figure  in  all  estimates.  This  amount  covers  the  building  complete, 
ready  for  occupancy,  excluding  a  heating  plant.  Heat  would  be  received 
from  a  jiower  honse  serving  the  station  yard  and  coach  yard. 

The  floor  of  the  main  waiting  room  is  proposed  at  elevation  283.0  (City 
datutn),  or  one  foot  above  the  station  tracks. 
Station  Tracks  and  Platforms 

The  jilan  shows  20  station  tracks.  18  of  which  arc  for  trains  and  2 
for  solid  ]iostal  and  baggage  cars.  There  are  also  2  additional  tracks  pro- 
viding for  from  4  to  6  more  cars  of  this  kind.  The  tracks  are  planned  as 
level,  the  top  df  rail  being  at  elevation  282.0  and  extending  for  the  full 
length  of  the  yard. 

Of  the  18  station  tracks,  10  are  paired  at  12.3  foot  centers.  2  are  single 
with  iilatforms  on  one  side,  and  6  are  single  with  ]ilatforms  on  both  sides. 


Union    Passenger    Terminal    at    the    Pi.aza  379 

Tracks  separated  by  platforms  are  27  and  29  feet  apart,  the  platforms 
themselves  being  about  10  feet  narrower  and  slightly  above  top  of  rail 
elevation.  These  widths  correspond  very  closely  with  those  used  at  the 
principal  stations  in  this  coinitry. 

The  single  tracks  are  for  incoming  trains,  provided  it  is  thought  neces- 
sary to  head  the  trains  into  the  station.  With  this  arrangement,  the  rush 
baggage,  mail  and  express  could  be  handled  on  one  side  of  the  train  while 
the  passengers  alight  from  the  other  side.  This  avoids  all  interference, 
delay  and  possibility  of  accident.  At  tirst,  the  seven  westerly  tracks  may 
be  omitted. 

The  concourse  and  head-platform  would  be  roofed,  and  "l)ntterfly" 
sheds  would  extend  along  the  ])latf(>rms  with  construction  similar  to  that  at 
the  present  Southern  Pacific  Station. 

Ultimate  and  Immediate  Construction  on  Approach  Routes 

The  station  yard  contracts  at  the  throat  at  the  northern  end.  the  four 
principal  tracks  turning  to  the  east  in  Alhambra  Avenue.  In  the  future, 
the  tracks  from  Alhambra  Avenue  can  be  removed  if  necessary.  We  do 
not  recommend  this  removal  under  present  conditions  for  reasons  shown 
in  the  discussion,  in  Chapter  IX  of  the  crossing  of  Mission  Road  and 
Alhambra   Avenue. 

At  the  river,  two  tracks  turn  north  to  serve  the  Southern  Pacific  Coast 
and  \'alley  Routes  and  the  Santa  Fe  line  to  Pasadena.  This  line  crosses 
the  river  just  north  of  North  Broadway,  at  the  i)resent  Santa  Fe  Bridge. 
Passenger  tracks  arc  placed  some  distance  back  of  the  river  bank  to  allow 
space  for  freight  tracks  to  be  constructed.  Additional  land  is  necessary 
between  Alhambra  .Avenue  and  North  Broadway  in  order  to  carry  out  the 
ultimate  scheme.  The  extra  land  should  be  acquired  immediately,  although 
the  necessary  tracks  between  North  Broadway  and  .Mhambra  Avenue  can 
be  provided  by  completing  the  Santa  Fe  double  track. 

From  the  four-track  approach  on  .Mhambra  Avenue,  two  tracks  will 
turn  to  the  south,  crossing  at  grade  the  above  mentioned  ultimate  freight 
tracks,  and  reaching  the  west  bank  of  the  river.  This  is  recommended  to 
avoid  the  congestion  which  would  probably  occur  ultimately  at  points 
south  if  the  freight  tracks  were  to  remain  east  of  the  passenger  tracks.  The 
passenger  tracks  will  remain  adjacent  to  the  bank  to  Butte  Street,  where 
they  will  cross  to  the  east  side  of  the  river,  on  a  new  double  track  bridge 
and  reach  the  present  Santa  Fe  right  of  way  just  east  of  Soto  Street. 
These  tracks  will  be  used  by  the  Santa  Fe  and  the  Salt  Lake  to  Hobart. 
where  the  Salt  Lake  will  separate  from  the  Santa  Fe.  The  new  Ijridge 
mentioned  is  also  to  be  used  for  transfer  freight  and  industrial   switching. 

The  two  present  Southern  Pacific  tracks  crossing  the  Southern  Pacific 
Bridge  at  .\lhanibra  .\venue  will  serve  as  the  approach  for  Southern  Pacific 
trains  on  the   F.l  Paso  Route. 


380  Los  AxGELES  Terminal   Investigation 

There  is  no  change  contemplated  in  the  Southern  Pacific  tracks  east 
of  the  river  except  ultimate  depression  for  some  distance  to  meet  the  grade 
of  the  depressed  river  tracks.  The  tracks  along  the  river,  both  north  and 
south  of  Alhambra  Avenue  will  be  depressed  according  to  the  recommenda- 
tions hereinbefore  given  for  the  elimination  of  grade  crossings  adjacent  to 
the  Los  Angeles  River. 

Baggage,  Mail  and  Express  Facilities 

Baggage  Building 

The  baggage  building  should  be  located  adjacent  to  the  station  build- 
ing, if  possible,  chiefly  in  order  that  passengers  may  get  their  hand-baggage 
quickly  upon  calling  for  it  and  in  order  to  necessitate  the  least  trucking. 
We  have  shown  the  baggage  building  along  the  east  side  of  the  station 
yard  and  adjacent  to  the  station  building.  It  seems  necessary  here  to 
state  that  Alameda  Street  along  the  baggage  building  is  at  elevation  270.3, 
about  12  feet  below  the  elevation  of  the  station  platforms.  This  difiference 
in  elevation  makes  possible  baggage  and  mail  buildings  of  two  stories; 
one  story  at  the  elevation  of  the  station  tracks  and  the  other  at  the  elevation 
of  Alameda  Street.  The  baggage  and  mail  may  be  trucked  on  either  level 
and  mav  be  transferred  from  one  level  to  another,  either  in  the  building 
or  by  means  of  elevators  at  the  station  platforms.  These  platform  elevators 
may  be  reached  by  a  trucking  subway  transverse  to  the  station  tracks,  with 
the  floor  at  the  same  as  Alameda  Street.  The  speed  of  loading  and  unlciading 
the  cars  is  limited  by  the  capacity  of  the  elevators.  Surface  trucking  is 
possible  at  the  upper  le\el. 

The  baggage  building,  as  shown,  provides  approximately  46,000  square 
feet.  On  account  of  the  long  and  narrow  shape  of  the  liuilding,  we  have 
shown  about  14  per  cent  greater  area  than  if  the  building  were  in  the 
preferred  shape  in  which  one  side  is  twice  the  length  of  the  other.  About 
one-half  of  this  area  is  necessary  at  present.  This  building  is  served  directly 
by  one  head-end  track  (No.  19),  which  may  seem  insufficient,  but  since 
there  are  very  few  solid  baggage  cars  which  it  is  necessary  to  bring  to  the 
baggage  building,  we  are  of  the  opinion  that  the  proposed  arrangement  will 
be  satisfactory.  It  will  also  be  possil'le  to  use,  occasionally,  track  No.  IS 
for  this  purpose. 

Mail  Building 

The  requirements  for  a  mail  building,  as  set  forth  b}-  the  Post  Office 
Department,  have  already  been  given  under  the  description  of  the  mail 
building  in  the  plan  for  a  union  station  at  the  Santa  Fe  site.  These  re- 
quirements are  fulfilled  in  this  plan.  The  shape  of  the  building,  however, 
is  not  two  to  one  and  the  space  is  not  all  on  one  floor.  It  is  proposed  to 
have  the  upper  floor  48  feet  in  width  and  the  lower  floor  68  feet  in  width. 


Union    Passenger   Tkuminat.    at    tiik    Pi.aza  3.S1 

extending  under  track  No.  20.  These  widths,  with  a  length  of  350  feet, 
provide  40,600  square  feet.  It  might  also  l)e  noted  that  suitable  arrange- 
ments can  be  made  fur  handling  mail  direct  from  jiostal  cars  on  track  No. 
20  into  the  i'ust  <  Jflice  sjjace  below  this  track. 

Express  Facililics 

A  one-story  e.\])rcss  building  700  feet  long  and  60  feet  wide  (42,000 
square  feet)  is  shown  north  of  Macy  Street.  The  floor  is  at  the  same  eleva- 
tion as  the  station  tracks.  The  adjacent  driveway.  JiO  feet  wide,  is  reached 
by  means  of  an  incline  frinn  Alameda  Street.  Fvxjjress  from  combination 
e.xpress-baggage  or  e.xpress-mail  baggage  cars  can  be  trucked  to  and  from 
the  express  station,  but  since  the  express  matter  is  much  greater  in  bulk 
than  either  the  baggage  or  the  mail  matter,  the  latter  can  be  first  unloaded 
from  mixed  cars  and  the  express  can  then  be  taken  to  the  express  station 
and  there  unloaded.  For  steam  road  express  cars,  we  have  shown  6  stub- 
tracks,  with  a  capacity  of  5  cars  each,  or  a  total  of  30  cars. 

The  platforms  and  trackage  are  also  arranged  to  give  the  Pacific  Electric 
express  cars  access  to  the  express  station.  Express  team  tracks  for  car- 
load shipments  are  provided  north  of  the  station  with  a  capacity  of  66 
seventy-foot  cars. 

Station  Yard 

Since  it  is  possible  to  obtain  a  s_\  nimelrical  layout  at  this  site,  it 
follows  that  the  proportion  of  straight  track  is  relatively  large  and  the 
maintenance  relatively  small.  Station  tracks  are  of  a  minimum  length  of 
900  feet  and  range  from  this  to  1,600  feet.  .\.s  the  longest  trains  excej)! 
those  used  in  troop  movements  consist  of  13  cars,  all  of  the  station  tracks 
can  accommodate  these  trains.  This  feature  provides  for  the  complete  inter- 
changeability  of  tracks,  which  is  very  desirable.  A  double  set  of  cross-over 
tracks  provides  alternate  routes.  The  connections  in  Alhambra  Avenue  were 
designed  to  afford  choice  of  routes  in  any  direction.  Trains  from  the  south 
may  cross  to  the  Redondo  Street  side  of  the  wye,  ])rocced  into  North  Spring 
Street  and  then  back  into  the  station.  Ereight  switching  from  .Mameda  Street 
may  cross  to  the  northerly  connecting  track  on  the  west  bank  of  tlu-  river,  and 
drags  from  the  coach  yard  may  also  cross  the  main  tracks  and  turn  on  the 
third  track  to  the  north,  for  tail  room.  The  final  analysis  may  require  a  some- 
what (lifterent  arrangement,  but  there  is  sufficient  room  for  tracks  for  any 
possible  operating  requirement. 

The  cross-over  tracks  at  the  north  end  of  the  station  yard  are  based 
on  the  use  of  No.  8  frogs  and  slip  switches.  No  curves  over  10°  are  con- 
templated. 

One  of  the  most  im])ortant  features  is  the  wye  at  the  north  end  of  the 
yard,  providing  a  place  close  to  the  station  where  trains  can  he  turned. 


382  I-o-s  Angeles  Terminal   Investigation 

Coach  Yard 

A  coach  yard  close  to  a  passenger  station  reduces  the  car  mileage  to 
a  minimum  and  also  reduces  the  number  of  engines  necessary  to  perform 
the  switching  service.  Close  proximity,  furthermore,  facilitates  changes 
in  the  make-up  of  trains  which  sometimes  occur  shortly  before  the  scheduled 
time  of  departure.  With  Pullman  cars  it  often  happens  that  the  actual 
requirements  are  different  from  the  estimated  ones.  For  example,  it  may 
occur  that  where  a  sixteen-section  car,  with  no  drawing  rooms,  was  ])ro- 
vided,  a  ten-section  car  with  four  drawing  rooms  may  ha\-e  to  be  substituted, 
and  it  is  highlv  desirable  that  such  changes  can  be  made  conveniently  and 
with  a  minimum  loss  of  time.  ■  Coaches  may  have  to  be  added  to  accom- 
modate unexpected  travel. 

The  establishment  of  a  union  passenger  station  at  tliis  site  will  probably 
necessitate  re-location  of  the  present  Southern  Pacific  freight  station  now 
at  College  Avenue  and  Alameda  Street. 

The  present  Southern  Pacific  yard  will  be  rendered  less  useful  for  freight 
purposes  but,  as  it  seems  to  offer  an  excellent  location  for  a  union  coach 
yard,  we  recommend  that  the  site  be  used  for  that  purjiose  and  that  enough 
of  the  new  Southern  Pacific  classification  yard  along  San  Fernando  Road 
to  meet  present  requirements  be  now  installed. 

The  present  Los  Angeles  coach  yards  have  a  combined  capacity  of 
approximately  500  cars.  This  yard  will  have  a  capacity  of  approximately 
900  cars.  The  storage  yard  would  hold  about  55  per  cent  and  the  wash 
and  service  tracks  about  45  per  cent  of  this  number.  It  will  be  unnecessary 
to  provide  all  of  this  capacity  at  present,  and  it  is  proposed  that  some  of 
the  present  freight  tracks  be  used  for  the  storage  yard.  \\'ith  this  arrange- 
ment, the  capacity  is  889  cars,  445  on  the  new  trackage  and  444  on  the  old. 
Inasmuch  as  the  wash  and  service  tracks,  with  all  their  attendant  piping, 
cannot  very  well  be  installed  without  considerable  moving  of  the  present 
freight  tracks,  which  are  at  various  centers,  they  should  be  installed  at  once. 
The  estimate  is  predicated  on  the  plan  of  leaving  the  present  freight  tracks 
as  they  are,  as  far  as  possible. 

Relocation  of  Southern  Pacific  Freight  Station 

Alameda  Street  is  the  artery  along  which  practically  all  teaming  to 
the  Southern  Pacific  freight  station  now  takes  place.  Since  the  station 
yard  cuts  across  Alameda  Street  and  virtually  cuts  it  off  at  Aliso  Street, 
the  freight  station  will  have  to  be  re-established  at  another  point.  Further- 
more, the  switching  leads  frcm  the  northern  end  of  this  vard  will  be  cut 
by  the  tracks  to  the  coach  yard  so  that  it  would  be  practically  impossible 
to  operate  it.  Discussion  of  the  re-location  of  this  freight  station  is  taken 
up  in  Chapter  XVH. 


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384  Los  Angeles  Terminal  Investigation 

Locomotive  Facilities 

The  construction  of  the  new  classification  yard  of  the  Southern  Pacific 
along-  the  San  Fernando  Road  will  necessitate  the  construction  at  once  of 
a  roundhouse  to  care  for  freight  locomotives.  The  present  Southern  Pacific 
roundhouse  at  Alhambra  shops  will  then  be  relieved  and  light  and  turning 
repairs  of  all  passenger  locomotives  using  the  union  passenger  station  can 
I)e  made  at  this  point. 

Ultinialclv  the  heavy  repairs  to  Soulhern  Pacific  engines  will  require 
all  (if  the  present  roundhouse  and  a  new  one  for  passenger  engines  and 
joint  use  will  become  necessary.  This  can  be  built  on  the  Southern  Pacific 
shop  grounds. 

IMMEDIATE  CONSTRUCTION   NECESSARY 

Thus  far,  we  have  discussed  only  the  ultimate  plan.  It  will  not  be 
necessary,  however,  to  provide  all  the  ultimate  facilities  at  once;  for  the 
present,  temporary  routes  and  temporary  and  less  elaborate  connections  may 
be  used,  with  fewer  tracks.  Passenger  trains  can  be  routed  as  follows: 
Southern  Pacific  trains  from  the  Coast  and  Valley  Routes  can  transfer  to 
the  Santa  Fe  river  tracks  at  North  Broadway ;  Alhambra  Avenue  trains 
can  run  direct  to  the  station ;  and  Anaheim  trains  can  enter  the  city  via 
Florence  and  Alameda  Streets,  as  at  present,  crossing  over  Butte  Street 
to  the  river  and  using  the  Santa  Fe  tracks  north  to  the  new  station. 

Santa  Fe  passenger  trains  from  Pasadena  or  Fullerton  can  enter  the 
station  directly  at  Alhambra  Avenue. 

Salt  Lake  passenger  trains  from  Pasadena  can  transfer  to  the  Santa  Fe 
tracks  at  Humboldt  Street.  Trains  from  Riverside  or  San  Pedro  can  transfer, 
to  the  Santa  Fe  tracks  at  Hobart. 

Since  the  present  Southern  Pacific  freight  yard  is  to  be  used  as  a  coach 
yard,  it  will  lie  necessar}'  to  enlarge  the  new  classification  yard  sufficiently 
to  handle  the  present  business.  Southern  Pacific  freight  trains  from  the 
Coast  and  Valley  Routes  can  then  run  directly  into  this  yard.  Freight  trains 
from  the  Los  Angeles  Harbor  can  use  the  Butte  Street  track  of  the  Salt 
Lake  between  Alameda  Street  and  the  river,  and  then  use  Santa  Fe  tracks 
along  the  river  as  far  north  as  North  Broadway.  Freight  trains  from 
Alhambra  .Avenue  can  cross  the  Los  Angeles  River  on  the  present  bridge 
and  can  use  the  new  coach  yard  connection  appro.ximately  parallel  to  and 
just  south  of  Redondo  Street  to  reach  the  present  main  line  tracks  in 
North  Spring  Street.  These  tracks  can  remain  and  be  used  for  freight  service 
until  tlie  freight  line  is  built  on  the  east  side  of  the  river  between  Humboldt 

Street  and  San  Fernando  Road. 

In  determining  this  matter,  we  have  considered  the  relative  advantage 
of   running   the   Southern    Pacific    freight    trains   from   Alhambra   Avenue   to 


Union    Passenger    Terminal    at    the    Pt.aza  385 

the  new  freight  yard  (1)  via  Redondo  Street,  or  (2)  via  the  new  trackage  to 
be  built  along  the  river  north  of  Humboldt  Street.  We  believe  that  while 
considerable  train  mileage  would  be  saved  by  the  new  trackage,  the  tem- 
porary approach  on  the  easterly  side  of  the  North  Spring  Street,  the  Arroyo 
Seco  Bridge  and  new  trackage,  can  be  well  deferred  until  the  second  step, 
particularly    if    Main    Street    is    not    to    be    depressed    under    the    first    step. 

'I  he  Santa  Fe  can  continue  to  use  its  present  freight  yards  until  a 
union  less-than  carload  freight  station  is  built.  As  noted  elsewhere,  the 
present  Santa  Fe  freight  station  is  large  enough  to  take  care  of  the  Salt 
Lake  less-than-carload  freight,  and  it  w-ill  not  be  necessary  to  construct  at 
once  any  more  of  the  union  freight  station  than  that  required  to  accommo- 
date the  Southern  Pacific,  which  must  move  from  its  present  location  as 
soon  as  construction  of  the  unidU  station  is  actually  commenced. 

No  changes  will  be  necessary  in  the  Salt  Lake  freight  \ard. 

W'e  have  already  set  forth  the  first  step  in  track  depression  to  accompany 
the  union  station  at  the  Plaza.  This,  in  brief,  contemplates  the  construction 
of  viaducts  at  j\Iacy  and  Aliso  Streets  and  the  depression  of  the  tracks  on 
both  sides  of  the  river  from  Alhambra  Avenue  to  First  Street.  The  ad- 
ditional right  of  way  necessary  both  for  future  trackage  and  to  move  the 
tracks  out  of  the  official  bed  of  the  river,  should  be  acquired. 

Since  the  existing  North  Main  .Street  Bridge  is  of  comparatively  recent 
construction  and  since,  because  of  the  small  amount  of  track  dejiression 
contemplated  under  our  plans,  the  viaduct  approaches  are  long  and  exj)ensive, 
its  removal  should  be  deferred  for  at  least  five  years. 

The  first  step  at  the  union  station  contemplates  the  construction  of  the 
station  building,  as  in  the  ultimate  plan,  together  with  the  Plaza  in  front 
of  the  station  and  all  necessary  changes  in  the  surrounding  streets.  All 
of  the  right  of  way  should  be  acquired  at  once,  but  in  some  instances  the 
improvements  can  remain  upon  the  land  for  a  term  of  years  (such  as  along 
North  Main  Street  between  the  Plaza  and  Alhambra  Avenue)  and,  in  this 
way,  ofTset  the  interest  charges.  This  is  possible,  since  the  westerly  seven 
station  tracks  will  not  be  required  for  approximately  ten  years.  Construction 
of  the  subwav  under  the  throat  of  the  yard  can  also  be  delayed  until  some 
time  in  the  future.  The  viaducts  to  carry  Macy  Street  across  the  station 
yard  and  Nurth  Main  Street  across  Redondo  Street  should  be  constructed  at 
once  in  order  to  provide  better  vehicular  traffic  routes. 

It  is  not  necessary  at  this  time  to  provide  all  of  the  space  necessary 
in  the  ultimate  baggage  and  express  buildings.  For  the  baggage  building, 
a  length  of  300  feet  will  provide  28.800  square  feet.  The  express  building 
will  have  a  length  of  400  feet,  providing  24.000  square  feet  for  present  pur- 
poses. The  length  of  350  feet  for  the  mail  building  will  provide  40,600 
square  feet. 


LEGEND 

I    I    I    STEAM  LINES 

ELECTRIC   LINES 

ELECTRIC   SUBWAYS 

— •—  SUBWAY  STATIONS 


SCALE  IN  FEET 
lOOO     ZOOO    3000  4000   5000 


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OAKKNOl^.SltRRA  MAORt. 
MONROVIA  &  GLENDORA 


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GENERAL  LOCATION 

OF 

TRUNK   LINES.  SHOPS  AND  YARDS 

ACCCMPANYING 

PLAN  FOR  A   UNION   STATION  AT   THE  PLAZA 

TOGETHER  WITH 

ULTIMATE  RAPID    TRANSIT   FACILITIES 


o?ri 


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California  Kailrnaii  i'oi 


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riliB  JJelil. 

GKXERAI,  STl'DY   SHO«  l\C;   U  K,I,  A'l'KCV   OK   t'lMOlV   STATION    AT   Til 
TO   SHOPS.  YARDS,  Till   M<    I.IMOS,    \  M>    l"lt  i;si;\T    AMI    POSSIBLE 

KIT  I  UK  iiviMi)   I'ltwsrr  K  \(  ii.i  riios 

the  proximity  of  tlie  stiitiim  to  coach  yard  atul  shops,  aiij  its  relation  to  the 
rail  eiui-aiices.  Distribution  by  the  rapi.l  transit  lines  and  radiating  streets 
are  mipoi-taiU  factors  in  the  location.  This  study  sliows  e.xisting  and  non-existing  main 
steam  and  electric  lines  and  is  intended  especially  to  convey  an  idea  of  the  possibilities  of 
electric  Interurban  transit  and  its  relation  to  the  re';-ommendations  made  in  this  report. 
1  he  assignment  of  certain  steam  lines  to  electric  interurban  seryice,  as  shown  in  the 
study,  IS  a  possibility  of  the  future  and  is  not  included  in  our  recommendations.  This 
plan  should  be  compared  with  Fig    IS 


CASE  970 
APR, 1919 Nail-13) 


KlU,  i:{4. 


Note 
I>rincipal 


Union    Passenger   Terminal    at    tiik    I't.azv  3S7 

SELECTION  OF  PLAZA  FOR  FINAL  RECOMMENDATION 

Advantages  of  Plaza  Plan  Over  Other  Plans 

To  the  extent  that  the  union  passens^er  terminal  problem  enters  into  this 
report,  it  is  our  purjjose  to  reach  conclusions  on  these  (piestions : 

1.  iVre  the  present  ])assenger  station  facilities  inadequate? 

2.  Can    improvement    in    these    facilities   be   best   accomplished   b\'    the 

establishment  of  a  union  passenger  terminal? 

3.  W  hich  one  of  the  several  possible  jilans  should  lie  reconmiended  ? 

The  first  and  second  questions  have  already  been  discussed  in  this  report 
and  have  both  been  answered  in  the  aftirmative,  that  is,  the  present  facilities, 
taken  collectively,  are  inadequate.  Taken  individually,  it  is  apparent  that 
the  passenger  station  of  the  Salt  Lake  is  altogether  inconvenient  and  in- 
adequate and  tlierefore  needs  immediate  im|)rovement ;  that  the  Santa  Fe 
passenger  station  facilities  are  outgrown  and  need  radical  improvement  in 
the  very  near  future;  and  that  of  the  three  roads,  the  Southern  Pacific  alone 
has  at  this  time  ample  facilities  for  its  own  passenger  l)usiness. 

Conditions  in  the  City  of  Los  Angeles  are  especially  favorable  for  the 
construction  and  ojjeration  of  a  union  station.  Not  only  from  the  railroad 
point  of  view  but  also  from  the  standpoint  of  the  City  of  Los  Angeles,  the 
erection  of  such  a  station  must  Ije  considered  as  a  very  desirable  and  wise, 

if  not  absolutely  necessary,  enterprise. 

Three  different  sites  are  available  and  lend  themselves  to  the  establish- 
ment of  a  union  passenger  terminal.  It  has  been  our  purpose  carefully  to 
study  and  analyze  the  advantages  and  disadvantages  of  each  of  the  three 
possible  locations  and  the  three  corresponding  plans.  The  best  possible 
site  must  be  our  final  recommendation  to  the  Commission. 

We  realize  that  it  is  necessary  for  us  to  show  definitely  why  we  con- 
sider the  Plaza  plan  superior  to  the  other  plans.  It  would  be  possible  to 
take  up  the  various  features  of  each  ])lan  and  to  make  a  comparison  of 
the  adxantages  and  disadvantages  and  to  give  in  detail  our  reasons  for 
each  conclusion.  Such  a  method,  however,  is  likely  to  lead  to  endless  dis- 
cussion and  would  leave  us  without  a  definite  standard  of  judgment.  We 
have  decided,  therefore,  to  present  a  more  concrete  comparison  and  one 
that  has  the  advantage  of  brevity.  The  following  table  was  prepared  after 
complete  plans  for  all  tiiree  locations  were  available.  \\  hat  we  consider 
the  more  important  factors  are  listed  in  the  table  in  the  order  of  their 
importance.  Numbers  have  been  assigned  to  each  one  of  those  items, 
indicating  the  comparative  and  relative  weight  of  each  factor. 


388 


Los  Angeles  Terminal  Investigation 


COMPARISON  OF  SITES  AND  PLANS  FOR  PROPOSED  UNION  PASSENGER 
STATION   BY  WEIGHING  OF  IMPORTANT  FACTORS 


Relative 
Weight 
of 
Important  Factors  Factors 

(a)  (b)  (c) 

1.  Site  of  proper  area  and 
shape    20 

2.  Monumental  gateway — aes- 
thetic and  architectural  pos- 
sibilities           15 

3.  Adaptability  to  ultimate 
rapid   transit    8 

4.  N  o  n-i  n  t  e  r  f  e  r  ence  with 
switching  in  industrial  dis- 
trict             8 

5.  Train,  engine  and  coach 
equipment   mileage    8 

6.  Unification  of  freight  sta- 
tion on  suitable  site 7 

7.  Adaptability  to,  and  econ- 
omy of,  grade  crossing 
elimination     7 

8.  Accessibility  by  surface 
lines    6 

9.  Adaptability  to  baggage, 
mail  and  express  collection 
and  distribution    6 

10.  Operation  of  yard  and 
coach  yard   6 

11.  Ultimate  appreciation  of 
property   values    6 

12.  Convenient  to  liotel  and 
Imsiness  district   6 

13.  Accessibility  by  automo- 
biles            5 

14.  Locomotive  service  and  re- 
pair facilities   4 

15.  Results  to  freight  draying.        4 

16.  Confinement  of  transporta- 
tion facilities  to  natural 
channel-banks  of  Los  An- 
geles river    4 

17.  Released  transportation 
lands  in  industrial  district.        3 

18.  Segregation  ot  freight  and 
passenger  routes  in  city...        2 

19.  Immediate  improveinent  in 
rapid    transit    2 


Plaza 


Site  and  Rating 
Southern  Pacific       Santa  Fe 


Rat-   Weighted    Rat-   Weighted    Rat-   Weighted 
ing         Rate  ing         Rate  ing         Rate 

(d)    (e)=(cd)     (f)     (g)=(cf)     (h)     (i)  =  (ch) 


10 


200 


100 


160 


10 

150 

4 

60 

4 

60 

10 

80 

6 

48 

2 

16 

8 

64 

10 

80 

1 

8 

10 

80 

5 

40 

7 

56 

10 

70 

10 

70 

1 

7 

8 

56 

5 

35 

10 

70 

10 

60 

8 

48 

3 

18 

8 

48 

10 

60 

5 

30 

10 

60 

4 

24 

8 

48 

10 

60 

4 

24 

3 

18 

8 

48 

10 

60 

5 

30 

10 

50 

5 

25 

4 

20 

10 

40 

5 

20 

8 

32 

10 

40 

7 

28 

5 

20 

5 

20 

3 

12 

10 

40 

0 

30 

3 

9 

7 

21 

8 

16 

10 

20 

4 

8 

0 

0 

10 

20 

9 

18 

Union    Passenger    Terminal    at    the    Plaza  389 

20.  Continued  use  of  land  es- 
pecially suitable  for  trans- 
portation  purposes    2  10  20  4  8  A  8 

21.  Ability  to  locate  at  grade.        1  8  8  2  2  10  10 

Totals    130  183         1200  130  793  118  698 

Ratios    100%  66%  58% 

Each  of  the  three  plans  has  been  rated  for  each  factor  and  the  weighting 
of  each  factor  lor  each  plan  has  been  made  on  a  percentage  basis.  We  be- 
lieve this  method  of  determining  the  relative  desirability  of  each  plan  is 
superior  to  any  other.  Each  advantage  and  disadvantage  automatically 
finds  itself  in  a  definite  place  in  the  discussion  and  a  very  complete  com- 
parison is  possible  at  a  glance.  Whether  or  not  there  is  agreement  on 
the  relative  place  of  the  various  factors  listed  is  not  of  great  importance. 
No  matter  what  the  order  of  the  listing,  any  fair  comparison  would  ap- 
proximately result  ill  the  same  totals  and  would  show  marked  superiority 
of  the  better  over  the  less  desirable  plans.  Also,  if  additional  factors  were 
added  to  the  table  (and  there  are,  of  course,  a  number  of  others  of  lesser 
importance),  the  result  would  remain  materially  unchanged. 

It  is  necessary  to  say  that  the  important  factor  of  cost  is  purposely  left 
out  of  consideration  in  this  table.  This  is  true  for  the  reason  that  the  final 
question  to  be  answered  must  be  this :  is  the  superiority  of  the  best  plan 
over  the  less  desirable  plans  worth  its  additional  cost? 

The  table  shows  that  if  the  Plaza  plan  be  rated  at  100%  this  plan  is 
superior  by  34  per  cent  over  the  Southern  Pacific  plan  and  42  per  cent 
over  the  Santa  Fe  plan.  In  other  words,  the  Southern  Pacific  plan  is  only 
two-thirds  as  good  as  the  Plaza  plan,  while  the  Santa  Fe  plan  is  still  lower 
in  the  scale. 

Among  all  the  factors,  the  most  important  is,  no  doubt,  the  adequacy 
of  the  site.  This  factor  takes  into  consideration  the  area  and  shape.  We 
are  convinced  that  a  new  union  passenger  terminal  designed  to  care  for 
railroad  needs  in  Los  Angeles  for  many  years  in  the  future  should  be 
monumental  in  character.  This  is  a  matter  of  civic  pride  and  city  planning. 
Los  Angeles,  because  of  the  heavy  tourist  travel,  would  be  justified,  in 
our  opinion,  in  making  this  consideration  one  of  the  first  importance.  A 
suitable  passenger  station  should  be  given  a  suitable  setting.  The  station 
building  should  not  stand  alongside,  or  close  to,  a  street,  but  should  have 
fronting  it  a  plaza  or  park  and  should  face,  if  possible,  one  of  the  principal 
thoroughfares.  These  requirements  are  met  in  the  Plaza  Plan.  The  builfl- 
ing  can  have  a  frontage  of  from  400  to  500  feet  and  will  be  located  ad- 
vantageously with  reference  to  existing  streets  and  traffic  routes.  In  our 
plan,  the  station  stands  squarely  opposite  what  will  be  the  terminus  of  Los 
Angeles  Street. 

It  is  equallv  neces,=;ary  that  the  station  yard  be  of  adequate  size.  The 
yard  should  be  long  enough  to  i)ermit  of  the  design  of  proper  track  layout 


390  Los  Angeles   Terminal   Investigation 

with  tracks  of  the  required  length  and  completely  interchangeable  as  to  use. 
The  yard  should  be  straight  and  should  be  wide  enough  for  a  sufficient  num- 
ber of  tracks  to  permit  of  easy  and  economical  operation.  .Ml  these  con- 
ditions are  met  in  the  Plaza  Plan. 

At  the  Santa  Fe  site  there  is  sufficient  ground.  The  site,  however,  is 
larger  than  necessary  for  a  passenger  terminal  and  is  not  c|uite  large  enough 
for  the  addition  of  a  union  coach  yard  on  the  same  land.  This  site  is, 
however,  in  the  center  of  the  industrial  district,  and  an  important  and  ex- 
pensive freight  station  is  now  established  across  Santa  Fe  Avenue.  The 
site  also  is  faced  by  large  warehouses  and  other  industrial  development. 
It  does  not  seem  possible  to  provide  here  a  satisfactory  setting  for  the 
station.  It  is  true  that  the  station  building  can  be  designed  to  face  Second 
or  Third  Street  or  e\en  both  streets,  but  compared  with  Los  Angeles  Street, 
these  streets  are  narrow  and  far  less  important. 

The  Southern  Pacific  site  is  narrow.  It  is  not  possible  to  build  upon 
this  site  the  station  we  lia\c  ]iroposed  for  either  the  Plaza  or  Santa  I'"e 
sites.  The  building  would  ha\c  to  be  adjacent  to  Central  Avenue.  'I'hc 
streets  intersecting  Central  Avenue  in  this  section  do  not  meet  it  squarely 
and  a  building  could  not  be  placed  squarely  opposite  the  end  of  an  im- 
portant street.  The  width  of  the  yard  is  such  that  only  12  train  tracks 
could  be  installed.  \\'hile  this  number  might  be  sufficient  for  some  time 
to  come,  the  12  tracks  will  continue  to  serve  only  at  the  expense  of  additional 
elevated  approach  tracks.  Since  both  the  Southern  Pacific  and  Santa  Fe 
plans  are  based  ujion  economical  construction,  rather  than  on  the  pro\'ision 
of  a  monumental  terminal,  the  Southern  Pacific  site  is  preferable  to  the  Santa 
Fe  site.  This  is  dueto  the  fact  that,  in  the  Santa  Fe  plan  locating  the  station, 
is  it  does,  in  the  heart  of  the  industrial  district,  there  would  be  too  much 
interference  with  freight  switching,  while  in  the  .Southern  Pacific  plan,  all 
trains  are  carried  across  this  district  and  cause,  therelore,  no  such  inter- 
ference. 

The  Plaza  site  is  more  adajitable  to  ultimate  rapid  transit.  We  believe 
that  the  main  trunk  lines  of  an  ultimate  ra]5id  transit  system  in  Los  Angeles 
should  consist  of  a  subway  on  Main  Street  and  a  combined  elevated  and 
subway  line  on  Sixth  Street.  Main  Street  has  and  will  ha\e  the  heavier 
travel.  The  subway  would  directly  pass  the  union  passenger  station  and 
would  afTord  a  convenient  and  essential  connection  between  the  steam 
railroads  and  the  electric  lines.  This  is  especiallv  imjjortant  in  the  absence 
of  local  steam  train  service  in  the  Los  Angeles  district,  as  practically  all 
passengers  must  reach  their  destinations  by  means  of  one  of  the  electric 
lines. 

The  Southern  Pacific  site  lies  along  the  Sixth  Street  axis,  and  a  rapid 
transit  station  is  possible  about  1000  feet  from  the  Southern  Pacific  station. 
The  Santa  Fe  site  does  not  lie  on  either  of  these  axes  and,  while  it  is  possible 


Union    Passenckr    Tkk.minal    at    tiii-:    Pi.a/.a  391 

to  build  a  raj)i(l  transit  electric  line  to  this  site,  this  line  wniild  carry  and 
serve  fewer  passengers  than  either  of  the  main  trunk  lines  above  referred  to. 

As  a  fourth  factdr  in  the  location  of  a  union  station,  non-interference 
with  switching  in  the  industrial  district  may,  at  first,  appear  unimportant. 
We  believe,  however,  that  this  is  one  of  the  most  ini]i(irtant  factors.  This 
interference  occurs  whenever  passenger  movements  take  place  in  the  switch- 
ing territory  and  a  crossing  of  the  two  streams  of  traffic  is  made.  In  this 
respect,  the  .Southern  i'acific  station  site  ai)iiears  best,  as  all  passenger 
movements  on  the  west  side  of  the  river  are  al)ove  grade  and  there  is  no 
interference  whatever  with  inchistrial  switching.  The  I^laza  plan,  however, 
is  practically  ecpially  advantageous.  The  only  interference  would  occur  at 
.\lhambra  .Avenue  and  the  river,  and  a  possible  remedy  is  at  hand  even 
here  although  the  necessary  separation  of  grades  would  be  rather  ex- 
pensive. The  Santa  Fe  plan,  locating  the  passenger  station  and  tracks  on 
the  west  bank  of  the  river,  which  is  or  should  be  the  main  stem  for  all 
industrial  switching,  is  by  far  the  worst  with  regard  to  interference.  With 
this  plan  it  would  be  necessary  to  cross  the  passenger  main  line  and  coach 
yard  with  light  engine  movements  and  switching  movements.  This  would, 
in  our  opinion,  result  in  additional  operating  cx])eusc  an<l  in  great  incon- 
venience. 

The  mileage  run  by  passenger  trains,  li.ght  engines  and  coach  equip- 
ment is  reflected  in  the  cost  of  operation.  ()ur  studies  of  this  cost,  based 
on  the  train  movement  of  Decemlier,  1''17,  show  the  following  comparison 
of  estimated  cost  of  o])eration  of  these  three  classes  of  movement: 

Plaza  Plan    100  per  cent. 

Santa  Fe   Plan    12.^     " 

Southern   Pacific   Plan 128 

This  cost  in  1917  would  have  been  $81,000  less  •  per  year  at  the 
Plaza  site  than  at  the  .Soutliern  Pacific  site  and  $66,000  less  than  at  the 
Santa  Fe  site.  Since  then  all  railroad  oi)erating  costs  have  been  steadily 
mounting,  1  he  discrepancy  between  the  three  plans  is.  therefore,  much 
greater  now  than  in   1917. 

We  C(]nsider  the  unification  of  freight  stations  at  a  suitable  site  im- 
portant, and  this  is  related  to  the  passenger  station.  With  a  passenger 
station  at  either  the  Plaza  or  the  Southern  Pacific  site,  it  is  possible  to 
locate  a  freight  station  at  the  Santa  Fe  site,  which  is  particularly  suitable 
for  this  purpose,  because  of  its  central  location  in  the  industrial  district. 
The  Santa  !■>  plan  obviously  stands  last  in  this  respect. 

Because  of  shorter  and  fewer  viaducts,  the  .Santa  h'e  site  is  more 
adaptable  to  economical  grade  crossing  elimination.  The  Plaza  plan  is, 
in  this  resiH'ct,  better  than  the  Southern  Pacific  ]dan  because  of  the  long 
elevated  ap])roaches  necessary  in  the  latter. 

The  Plaza  site  is  more  accessible  by  surface  electric  lines.  It  is  pos- 
sible here  to  serve  more  people  without  a  transfer  since  more  car  lines  pass 


392  Los  Angeles  Terminal  Investigation 

this  station.  We  consider  the  Southern  Pacific  site  only  slightly  inferior 
to  the  Plaza  site  in  this  respect.  The  Santa  Fe  site,  in  this  item,  is  by  far 
the  least  desirable  on  account  of  its  distance  from  the  business  district. 
The  Southern  Pacific  site  stands  first  with  regard  to  the  collection 
and  distribution  of  baggage,  mail  and  express.  This  is  because  the  origin 
and  destination  of  the  express  matter,  (by  far  the  largest  item  among  these 
three),  lies  in  a  district  closer  to  the  Southern  Pacific  station.  As  this  factor 
depends  largely  upon  the  relation  of  the  location  of  the  points  to  which 
the  express  matter  is  delivered  and  from  which  it  is  collected,  the  Plaza 
and  Santa  Fe  sites  rate  about  the  same,  with  a  slight  advantage  in  favor  of 
the  Plaza  site. 

It  is  possible  to  locate  a  coach  yard  very  close  to  the  proposed  Plaza 
union  station.  In  this  respect  this  site  has  a  very  distinct  advantage  over 
the  other  two.  We  estimate  that  it  would  cost  more  to  move  the  trains 
between  a  station  and  a  coach  yard  at  the  Santa  Fe  site  than  at  the  Southern 
Pacific  site  on  account  of  the  interference  with  the  movement  of  freight 
switching  and  industrial  de\  elopment.  ^^'e  are  of  the  opinion,  however, 
that  there  is  very  little  choice  between  the  Southern  Pacific  and  the  Santa 
Fe  sites  in  this  respect. 

The  ultimate  appreciation  of  property  values  is  also  an  important 
factor.  This  question  will  be  dealt  with  more  fully  in  Chapter  X\'III. 
It  will  suftice  to  say  here  that  the  Plaza  plan  will  ultimately  bring  about 
a  greater  net  gain  in  propertv  values  than  either  the  Southern  Pacific  or 
the  Santa  Fe  plans. 

The  Southern  Pacific  site  is  a  little  more  convenient  tn  the  hotel  and 
to  the  present  and  probable  future  business  district.  The  advantage  over 
the  Plaza  plan  is,  however,  slight.  Compared  with  the  Santa  Fe  plan,  the 
Plaza  plan  is  first  in  this  respect.  This  is  largely  because  the  passengers 
would  be  obliged  to  pass  through  the  industrial  district  if  the  union  station 
were  located  at  the  Santa  Fe  site  instead  of  being  brought  to  the  edge  of 
it  as  in  either  of  the  other  two  plans. 

Because  it  is  located  at  the  intersection  of  several  important  thorough- 
fares, the  Plaza  site  is  far  more  accessible  to  automobiles.  The  Southern 
Pacific  site  is  but  slightly  superior  to  the  Santa  Fe  site,  as  with  automobile 
travel  it  is  more  a  matter  of  street  congestion  than  of  distance. 

The  Plaza  site  is  best  located  with  respect  to  locomotive  service  and 
repair  facilities.  The  construction  of  a  new  freight  yard  along  the  San 
Fernando  Road  would  make  it  possible  to  care  for  the  passenger  engines 
of  all  roads  at  the  present  Southern  Pacific  roundhouse  on  the  east  side  of 
the  river  at  Alhambra  Avenue.  Better  use  of  existing  mechanical  facilities 
would  be  made  with  the  station  at  the  Santa  Fc  site  than  at  the  Southern 
Pacific    site. 


Union    Passenger   Terminal    at    the    Pt.aza  393 

With  a  union  passenger  station  at  the  Plaza  and  a  union  freight  station 
at  the  Santa  Fe  site,  there  would  be  less  interference  with  freight  draying 
than  with  a  union  passenger  station  at  the  Southern  Pacific  site.  The  Santa 
Fe  site  is  worse  than  either  because  of  the  introduction  of  a  crossline  of 
passenger  travel  through   the   freight  draying  district. 

At  the  Santa  Fe  site,  transportation  facilities  are  more  nearly  confined 
to  the  natural  channel— the  banks  of  the  Los  .-\ngeles  River.  The  de- 
parture  from  this  natural  channel  with  the  Plaza  plan  is  not.  however, 
very  great.  At  the  Southern  Pacific  site  a  great  deal  of  railroad  property 
is  located  at  some  distance  from  the  river. 

In  this  connection,  the  release  of  land  used  for  transportation  purposes 
in  the  industrial  district  becomes  of  importance.  With  the  station  at  the 
Plaza  site,  it  is  possible  to  release  both  the  Southern  Pacific  coach  yard 
and  station  sites.  With  the  station  at  the  Southern  Pacific  site,  only  the 
Southern  Pacific  coach  yard  can  be  released.  With  the  Santa  Fc  site,  we 
believe  that  it  wciuld  be  advisable  to  release  only  the  Snuthcrn  Pacific 
station  site. 

The  Southern  Pacific  plan  pro\ides  a  complete  segregation  of  the 
passenger  and  freight  routes  in  the  city.  Such  a  segregation  can  be  had 
nearly  as  well  with  the  station  at  the  Plaza  site.  With  the  Santa  Fe  plan, 
however,  this  condition  would  be  very  unfavorable. 

Although  the  immediate  improvement  in  rapid  transit  is  far  less  im- 
portant than  a  suitable  future  arrangement,  this  factor  should,  nevertheless, 
be  considered.  There  is  but  little  choice  between  the  three  sites  in  this 
respect.  Improvement  would  be  accom])lished  at  less  cost  at  the  .Southern 
Pacific  site  and  with  but  slightly  increased  cost  at  the  Santa  Fe  site.  At 
the  Plaza  site,  however,  the  e.xiienditure  necessary  for  immediate  improve- 
ment would  be  large  but.  at  the  same  time,  would  include  the  ultimate 
recommendations. 

The  selection  of  either  the  Southern  Pacific  or  the  Santa  Fe  site  will 
ultimately  throw  upon  the  market  the  present  Southern  Pacific  freight  yard 
site.  This  land  is  especially  suited  for  transportation  purjjoses  and  con- 
siderable loss  would  result  from  its  transfer  from  this  use.  The  Plaza  plan 
contemplates  permanent  use  of  this  land  as  a  coach  yard. 

Lastly,  both  the  Plaza  site  and  the  Santa  Fe  site  may  he  located  prac- 
tically at  grade.  Jhe  Southern  Pacific  site,  however,  requires  the  con- 
struction of  long  and  expensive  elevated  approaches. 

Cost  Estimates 

Detailed  cost  estimates  for  all  union  passenger  terminal  plans  are  given 
in  the  .Appendi.x  to  this  report.  For  purposes  of  comparison,  however, 
there  are  here  inserted  two  tables,  the  first  showing  the  estimated  money 
required  for  a  union  passenger  station  and  other  proposed  improvements  for 


394 


Los  Angeles  Terminal   Investigation 


all  three  plans  (Plaza,  Southern  Pacific  and  Santa  Fe)  under  our  proposals 
and  recommendations  for  an  immediate  plan,  and  the  other  showing  similar 
estimates  under  recommendations  and  proposals  for  our  ultimate  plan.  It 
is  understood  that  these  two  estimates  are  to  be  considered  separately  and 
that  they  are  not  to  be  added  together  but  that  the  ulimate  plan  includes 
the  estimates  for  the  immediate  plan. 


ESTIMATED  NEW  MONEY  REQUIRED  FOR  UNION  PASSENGER  STATION 

AND  OTHER  PROPROSED  IMPROVEMENTS 

IMMEDIATE  PLAN 


Item 
Steam  Roads: 

1.  r'assenijLT  Terminal,  Approaches,  etc. 

2.  L'nion  Coach  Yard    


Site  of  Passenger  Station 
Southern 
Plaza  Pacific        Santa  Fe 


!,942,992 
516,264 


$2,733,161     $2,577,040 
919,662       1,005,673 


3.  Suhtotal.   Station   Facilities    (1+2)    (9,459,256)    (3,6.52,823)     3,582,713 

4.  Union  L.  C.  L.  Freight  Station 772.iii       

5.  Viaducts  over  Los  Angeles  River   774,493 

6.  Depression  of.  And  New,  Tracks  Along  River...         290,357 

7.  Main  Line  Tracks  and  Connections,  not  depressed  71,042 

8.  New  Tracks  for  Southern  Pacific  east  bank  of  Los 
Angeles  River,  North  of  Humboldt  Street 

9.  Butte  Street  Trackage  and  Santa  Fe  Avenue  Suli- 
vifay 

10.  New  Trackage,  River  to  Hobart  &  Connections.         111,570 

11.  New   Freight   Yards,   Southern    Pacific   and   Santa 
Fe   1,198,127 

12.  New  Freight  Terminal,  Salt  Lake,  Alameda  St...  * 

13.  New  Connections,   Relief  .\lameda  -Street  switch- 
ing      67,209 

14.  Team   Yards    148,271 


774,493 
463.219 
117,441 

306,367 


66,729 


59,858 


774,493 
217,356 
201,698 


111,570 
579,127 

67,209 


15.  Total  (1  to  14)   12,892,658       5,440.930       5.534,166 

16.  Release  Southern.  Pacific  Station  Site 1,243,654        1,243,654 

17.  Release  Southern  Pacific  Coach  Yard  Site 1,574,382       1,574,382        


18.  Total   Credits    (164-17)     2,818,036  1,574,382  1,243,6.54 

19.  Net  Total— Steam   Roads (15-18)10,074.622  3,866,548  4,290,512 

Electric  Roads: 

20.  New    Line,    Pacific    Electric   Station    to    Brooklyn 

.■\ve.  and  to  14th  Street 5,591,480  2.574,013  2,557,223 

21.  New  Surface  Line  to  Union  Station  at  Santa  Fe . .            *  *  238,944 

22.  Freight  Tracks 


23.  Total  Electric  Roads   (20  to  23)     5,591,480      2,574,013       2.796,167 

24.  Grand   Total— Steam   and   Electric    .  .  .  .  (19+23)$15,666,102     $6,440,561     $7,086,679 


*Not  included  in  this  Plan. 


Union    Passengkr    Tekminai.    at    the    Plaza  395 

ESTIMATED  NEW  MONEY  REQUIRED  FOR  UNION  PASSENGER  STATION 

AND  OTHER  PROPROSED  IMPROVEMENTS 

ULTIMATE   PLAN 

Site  of  Passenger  Station 
Southern 
Item  Plaza  Pacific        Santa  Fe 

Steam  Roads: 

1.  Passenger   Terminal.   Approaches,   etc $10,303,492     $2,966,268     $3,637,191 

2.  Union  Coach  Yard    629,710       1,099,475       1,166,277. 


3.  Subtotal.   Station    Facilities    (1+2)  (10.933.202)   (4.065.743)   (4,803,468) 

4.  Union  L.  C.  L.  Freight  Station 2,575,942       2,575,942       

5.  Viaducts  over  Los  Angeles   River 3,658.1.32       3.658.132      3.678.968 

6.  Depression  of,  And  New,  Tracks  Along  River 937.910       1.003.518       1.042.052 

7.  Main  Line  Tracks  and  Connections,  not  depressed      

8.  New    Tracks    for    Southern    Pacific,    east    bank  of 

Los  Angeles  River,  North  of  Humboldt  Street. .  . .        305.2.?8         305.238         305,238 

9.  Butte    Street    Trackage    and     Santa     Fe    Avenue 
Subway    

10.  New  Trackage.  River  to  Hol)art  &  Connections. 

11.  New  Freight  Yards.  Southern  I'acific  and  Santa  Fe 

12.  New  Freight  Terminal.  Salt  Lake,  Alameda  St.. 

13.  New   Connections,   Relief   Alameda   St.   Switching 

14.  Team    Yards    


192.891 

192.891 

192,891 

401.144 

388.853 

401,144 

;  2.835.187 

2.835.187 

2,835.187 

4 

* 

286.564 

;     4.436 

4.436 

4.436 

629,021 

629,021 

704,897 

15.  Total    (1   to   14)  22.473.103     15.658.961     14.254,845 

16.  Release  Southern   Pacific  Station  Site 1.243.654        1.243.654 

17.  Release  Southern  I'acific  Coach  ^'ard  Site 1.574.382       1.574.382        


18.  Total   Credits    (16+17)  2.818.036  1.574.382  1.243.654 

19.  Net  Total— Steam   Roads (15-18)19.655,067  14,084,579  13.011.191 

Electric  Roads: 

20.  New    Line.    Pacific    Electric    Station    to    Brooklyn 

Ave.  and  to  14th  Street 5.591.480  2,574,013  2.557.223 

21.  New  Surface  Line  to  Union  Station  at  Santa  Fe.  *  *  238.944 

22.  Freight  Tracks   150.086  150.086  150.086 


23.       Total— Electric   Roads   (20  to  23)     5,741,566      2.724,099      2,946,253 


24.       Grand  Total— Steam  and  Electric (19+23)25.396.633     16,808,678     15.957,444 

*Not  included  in  this  Plan. 

In  the  matter  of  cost,  fair  and  sound  concliisiniis  c,in  be  reached  only 
after  the  totals  for  the  various  estiinates  in  the  ultimate  plan  are  compared. 
It  will  be  noted  that  the  Plaza  plan  is  the  most  expensive,  with  the  Southern 
Pacific  plan  second  and  the  Santa  Fe  plan  third.  The  l^laza  plan  will  cost 
approximately  $23,400,000,  the  Southern  Pacific  plan  516.800,000  and  the 
Santa  Fe  plan  approximately  $16,000,000.  In  other  words,  the  Southern 
Pacific  plan  comiiarcd  with  the  Plaza  plan  will  be  34  per  cent  more  economical 


396  Los  Angeles  Terminal  Investigation 

and  the  Santa  Fe  plan  will  be  37  per  cent  more  economical.  It  is  a  co- 
incidence and  not  a  result  of  any  design  that  the  difference  in  the  table 
of  comparison  of  plans  by  weighting  of  important  factors  places  the  Plaza 
site  at  an  advantage  of  approximately  34  per  cent  over  the  Southern  Pacific 
plan  and  42  per  cent  over  the  Santa  Fe  plan. 

Final  Recommendations 

It  is  apparent  that  the  question  asked  earlier  in  this  chapter  (Is  the 
superioritv  of  the  best  plan  over  the  less  desirable  plans  worth  the  ad- 
ditional cost?)  cannot  be  answered  from  the  engineering  and  railroad  stand- 
point alone. 

If  it  were  possible  to  make  a  reliable  estimate  of  operating  expenses 
properly  chargeable  to  the  union  passenger  terminal  under  each  of  the  three 
plans  and  under  both  the  immediate  and  the  ultimate  layouts,  and  if  these 
various  estimates  were  then  compared,  and  if,  further,  the  actual  and  cor- 
responding figures  under  the  present  passenger  operation  in  Los  Angeles 
could  be  obtained  and  compared  with  each  of  the  various  estimates,  then 
the  relative  merits  of  the  different  plans  as  operating  propositions  could  be 
fairly  well  established.  Even  if  such  figures  were  obtainable  however, 
and  possessed  a  fair  degree  of  accuracy,  a  comparison  would  not  be  con- 
clusive. This  is  true  for  the  reason,  among  others,  that  each  ultimate  or 
immediate  plan  is  intended  to  provide  for  the  more  or  less  distant  future 
(with  the  Plaza  plan  making  the  most  complete  and  satisfactory  provision 
for  all  possible  contingencies).  It  would  obviously  be  improper  to  charge 
up  to  the  first  few  years  of  operation  all  of  the  cost  incurred  for  the  benefit 
of  the  future  and  compare  the  results,  with  no  allowance  for  this  factor, 
with  present  operating  costs. 

But  aside  from  these  and  other  obvious  and  instirmountable  difficulties, 
it  is  apparent  to  us  that  reliable  estimates  of  operating  costs  for  any  of 
the  three  immediate  or  ultnnate  plans  cannot  be  obtained.  It  will  be  re- 
membered in  this  connection  at  the  time  we  made  our  re])orts  to  the 
Director  General  uf  Railroads  on  immediate  terminal  unification  in  Los  An- 
geles, the  attempt  was  made  to  make  com])arisiins  of  operating  costs.  The 
figures  finally  agreed  upon  by  the  railroad  engineers  and  the  Commission's 
engineer  were  obtained  only  after  long  and  exhaustive  investigation  by  a 
large  force  of  railroad  engineers  and  by  our  own  engineers.  And  then  it 
was  agreed  on  all  sides  that  at  best  it  could  be  considered  only  as  an  ap- 
proximation. Yet,  no  far-reaching  or  radical  changes  from  existing  con- 
ditions were  proposed  in  those  reports.  In  the  meantime  railroad  operating 
expenses  of  all  classes  have  steadily  mounted — and  the  end  is  not  yet. 

We  are  satisfied,  therefore,  that  any  attempt  to  justify  one  plan  over 
another  by  estimates  of  resulting  operating  costs  alone  would  not  be  fair 


Union    Passenger    Terminal    at    tiii-:    I'i.aza  397 

and  would  be  misleading  rather  than  helpful.  We  are,  however,  satisfied, 
from  our  general  understanding  and  analysis  of  the  problem,  that  these  will 
be  the  operating  results: 

First:  The  total  operating  costs  properly  chargeable  to  a  union  terminal 
under  any  of  the  three  plans  will,  in  the  first  few  years  (probably  not  longer 
than  live)  be  larger  than  the  continued  operation  in  separate  passenger 
stations  as  at  present.  After  a  comparatively  short  period  of  time,  how- 
ever, the  reverse  will  be  true  and  union  terminal  operation  will  be  carried 
on  at  a  lesser  expense  than  operation  at  inde]jendent  terminals.  The  prin- 
cipal reason  for  this  condition  will  be  found  in  the  fact  that  neither  the 
Santa  Fe  nor  the  Salt  Lake  can  continue  for  any  length  of  time  to  operate 
with  present  facilities.  These  facilities  must  be  enlarged  and  such  an  en- 
largement will  carry  with  it  increase  in  operating  expenses.  This  is  re- 
ferring to  railroad  operating  expenses  alone  and  does  not  take  account  of 
operating  expenses  of  other  interests  dealing  with  the  terminal  such  as 
the  public,  exj)ress  service,  street  railway  service,  inlcrurban  service,  freight 
service  insofar  as  it  is  affected  by  the  terminal  location,  results  to  the 
City,  etc. 

Second:  The  relation  ul  the  railrnad  uperaling  expenses  under  the  three 
plans  are  difticult  of  determination,  ilwwevcr,  because  considerably  less 
train,  coach  yard  and  light  engine  mileage  is  involved  in  the  Plaza  plan,  we 
believe  that  the  cost  of  operation  with  the  terminal  at  this  site  will  be  less 
than  at  either  the  Southern  Pacific  or  Santa  I'e  sites,  'fraiii  mileage  appears 
to  be  by  far  the  most  important  factor,  as  other  oi)erating  expenses  do  not 
vary  so  widely  between  different  locations. 

As  between  the  Southern  Pacific  and  .Santa  l*"e  plans,  the  difference  in 
the  train  mileage  is  not  so  large  that  it  might  not  be  offset  by  other  factors, 
such  as  interference  with  freight  switching.  We  are  of  the  opinion  that 
the  operating  costs  for  the  Santa  Fe  plan  will  be  less  than  those  which 
accompany   the  Southern   I'acific  plan. 

Third:  While  this  discussion  deals  with  the  union  passenger  terminal 
only,  it  is  impossible  in  this  subject  of  operating  costs  to  separate  the  effects 
of  the  other  recommendations  contained  in  this  report  from  the  results  of 
passenger  terminal  operation.  This  is  particularly  true  with  reference  to 
recommendations  made  as  to  grade  crossing  elimination,  freight  station 
unification  and  pairing  of  tracks  between  Colton  and  Los  Angeles  and  with 
reference  to  the  elimination  of  facilities  between  Los  Angeles  and  certain 
outlying  points. 

One  of  the  principal  advantages  of  the  adoption  of  the  Plaza  plan, 
as  has  been  pointed  out  repeatedly  in  this  report,  is  to  be  found  in  the 
advantages  and  benefits  to  the  City.  It  will  not  be  necessary  here  to  enlarge 
the  arguments  on  that  score.  They  belong  more  properly  in  the  field  of 
city   planning   and   civic   enterprise.      We   are   satisfied   that   the    direct   and 


398  Los  Angeles  Terminal  Investigation 

indirect  benelits  to  the  City  that  will  ensue  from  locating  the  union  passenger 
terminal  at  the  Plaza  will  almost  alone  justify  the  necessary  expenditure.  We 
are  convinced,  therefore,  that  Los  Angeles  can  well  afford  to  contribute  in 
one  form  or  another  such  share  of  this  ex])ense  as  may  fairly  be  assessed 
against  the  City.  \\'e  are  also  satisfied  that  such  an  expenditure  by  the 
City,  in  whatever  hirm  it  may  take,  will  begin  to  pay  hiiinediate  and  sub- 
stantial returns  and  will  be  a  permanent  and  safe  investment. 

After  a  careful  study  and  analysis  of  all  possible  plans,  it  is  our  con- 
clusion that  a  union  terminal  at  the  Plaza  offers  the  best  solution  of  the 
terminal  problem.  \\'e  strongly  recommend  to  the  Commission,  to  the 
City  of  Los  Angeles  and  to  the  railri.iads  that  a  union  passenger  station  he 
established  at  the  Plaza  substantially  in  accortlance  with  the  plan  outlined 
in  this  chapter. 

An  incident  in  the  creation  of  a  union  passenger  terminal  at  the  Plaza 
will  be  the  establishment  of  a  union  ticket  office  in  the  station  building. 
About  the  middle  of  1918,  the  Federal  Railroad  Administration  established 
an  uptown  consolidated  ticket  office,  at  present  located  on  Broadway  be- 
tween Second  and  Third  Streets.  This  has  proved  successful  from  the  point 
of  view  of  reduced  expenses  to  the  carriers  and  has  evidently  satisfactorily 
filled  the  needs  of  the  public.  Irrespective  of  whether  or  not  the  railroads 
return  to  private  operating  control,  this  joint  facility  should  be  maintained. 
After  a  union  passenger  station  is  established  at  the  Plaza,  it  will  not  be 
necessary  to  maintain  another  joint  uptown  ticket  office  within  five  blocks 
of  the  union  passenger  station.  Such  an  office  might,  however,  be  estab- 
lished further  south  in  the  business  district,  say,  in  the  neighborhood  of 
Seventh  and  Hill  Streets.  It  is  our  recommendation  that  in  the  meantime 
the  existing  joint  uptown  ticket  office  be  maintained. 


PART  IV— FREIGHT 

Chapter         XV — Present  Freit^ht  Traffic  anil  Facilities. 
Chapter      XVI  —  Industrial  Spur  Tracks — Plan  and  Service. 
Chapter    XVII  —  Proposed  Improvements  in  Freij^ht  Handlini^. 


CHAPTER  XV. 

OUTLINE 

Freight  Traffic 

Car  Movements 

Carload  Freight 

Cars  Transferred  Between  Roads 

Cars  Set  on  Industry  Tracks 

Less-Than-Carload  Freight 

Freight  Facilities 
Freight  Yards 

Location  of  Yards 
Operation  of  Yards 

Southern  Pacific  Yard  Operation 
Santa  Fe  Yard  Operation 
Salt  Lake  Yard  Operation 
Pacific  Electric  Yard  Operation 
Recommendations 

Freight  Stations 

Southern  Pacific  Freight  Depot 
Santa  Fe  Freight  Depot 
Salt  Lake  Freight  Depot 
Pacific  Electric  Freight  Depot 
Recommendations 

Team  Yards 

Los  Angeles  Union  Terminal  Company 


CHAPTER   XV 
PRESENT  FREIGHT  TRAFFIC  AND  I'ACUJTIES 

FREIGHT  TRAFFIC 

The  liaiullint,r  of  frc-io-ln,  both  as  a  subject  by  itself  and  in  its  relation 
to  the  elimination  of  grade  crossings  and  the  establishment  of  a  union 
passenger  station,  is  the  third  general  subject  of  this  report. 

A  careful  study  ol  present  freight  conditions  was  made  with  the  pur- 
pose in  view  to  better  the  present  situation,  if  possible,  and  in  any  event,  not 
to  make  it  worse.  During  the  hearings  in  these  cases,  the  statement  was 
repeatedly  made  that  freight  handling  in  Los  Angeles  was,  on  the  whole, 
satisfactory. 

It  should  be  here  note<l  that  discussion  of  freight  traffic  and  facilities 
in\olves   the   following  roads,  all   standard  gauge: 

Steam  Roads: 

Southern   Pacitic 
Atchison,  Topeka  and  Santa  Fe 
Los  Angeles  and  Salt  Lake 
Electric  Interurban : 

Pacific  Electric  Railway 

The  Los  Angeles  Railway,  a  narrow  gauge  .system,  does  not  enter  into 
this  phase  of  our  investigation. 

Car  Movements 

Table  XXI  gives  the  number  nf  freight  cars  handled  in  and  out  of  Los 
Angeles  by  the  steam  railroads  during  the  year  1917,  figures  for  both  loaded 
and  empty  cars  being  given.  In  this  table  segregations  are  made  according 
to  the  general  direction  of  line  haul  referred  to  the  a])proximate  center  of 
the  industrial  district;  three  divisions  being  made: 

1.  Northwest:   This   division   included  only  cars   handled   to  and    from    the 

Coast  and  \'alley  Routes  of  the  Southern  Pacific,  which  enter  and  leave 
Los  Angeles  by  tlic  main  line,  which  runs  along  the  San  Fernando 
Road. 

2.  Northeast:   This   division    includes   the   main   line   east   via   Shorb   on   the 

Southern  Pacific,  Glendale,  and  Pasadena  lines  of  tlie  .Salt  Lake  and  the 
San  Bernardino  line  via  Pasadena  of  the  Santa  Ft. 

3.  South:  In  this  division  are  included  the  San  Bernardino  and  Los  Angeles 

Harbor  lines  of  the  Salt  Lake;  the  Redondo,  San  Diego  and  San  Ber- 
nardino, via  Fullcrton,  lines  of  the  Santa  Fe  and  Los  .'Vngeles  Harbor 
line  of  the  Southern   Pacific. 

This  segregation  by  directions  was  made  in  order  to  enable  us  to  form 
an  idea  of  the  relative  balance  of  the  traffic  and  it  should  be  noted  that 
the  nuinber  of  cars  handled  in  the  three  different  directions  is  approximately 

equal. 


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404  Los    Angeles    Terminal    Inxestigation 

During  the  year  over  864,000  freight  cars  were  handled  by  the  steam 
railroads  in  and  out  of  Los  Angeles;  an  average  of  about  2400  per  day. 
Of  these,  two-thirds  were  loaded  cars  and  one-third  empties.  If  we  use 
the  same  ratio  of  loads  and  empties  for  the  Pacific  Electric  it  will  be  seen 
that  including  this  electric  line,  there  are  handled  in  and  out  of  Los  Angeles, 
approximately  LOOO.OOO  freight  cars  per  year,  or  about  2,850  per  day.  As 
a  matter  of  comparison,  we  note  that  in  1912  the  twenty-one  operating 
railroads  at  Chicago  received  and  forwarded  approximately  15,000,000  cars 
or  about  fifteen  times  as  many  as  are  handled  at  Los  Angeles. 

Carload  Freight 

Figure  136  shows  graphically  the  movement  of  carload  freight  in  and 
out  of  Los  Angeles,  showing  at  the  same  time  the  destination  or  origin 
classified  under  several  different  headings.  This  chart  is  an  exposition  of 
the  figures  in  Table  No.  XVL  The  principal  information  may  be  briefly 
presented  as  follows : 

ORIGIN  AND  DESTINATION  OF  CARLOAD  FREIGHT 

Loaded  Cars— 1917 
Number  of 

L     Inbound  at  Los  Angeles                                                     Cars  Ratio 

Set  on  Industry  Tracks 89.667  25% 

Set  on  Team  and   House   Tracks 54,189  15% 

Transferred  to  Other  Roads  for  Line  Haul...     41,331  12% 

Through  or  Passing  Freight 154823  44% 

Company    Freight     10,253  4% 

Total   inbound    350,263  100% 

II.     Outbound  at  Los  Angeles 

Received   from    Industry   Tracks 54.118  16% 

Received  from  House  and  Team  Tracks 65,486  20% 

Received  from  Foreign   Line   Haul 43,740  13% 

Through  or  Passing  Freight 154,283  47% 

Company    Freight     13,419  4% 

Total  outbound   331,046  100% 

III.     Total  Inbound  and  Outbound  at  Los  Angeles  681,309  200% 

It  is  necessary  to  state  that  the  figures  which  make  up  this  table  were 
obtained  with  the  greatest  difficulty,  and  only  after  a  great  amount  of 
effort  were  we  able  to  obtain  figures  which  check  as  closely  as  they  do  in 
the  above  table.  No  useful  purpose  would  be  served,  we  believe,  by  further 
refinement.  In  addition  to  the  cars  included  above,  there  were  handled 
during  the  year,  approximately  10,000  cars  having  their  origin  and  destina- 
tion in  Los  Angeles,  this  number  being  included  in  the  number  of  cars 
given  above  as  transferred  between  the  different  roads.  It  is  also  important 
to  draw  out  the  percentages  of  total  cars  handled  by  the  different  roads,  as 
loUows : 


Present    Freight    'I'kaki-ic    and    Facilities  405 

FREIGHT   CARS   HANDLED   BY   DIFFERENT   ROADS 

Loaded  Cars— 1917 

Road                                                           Number  of  Cars  Ratio 

Southern    Pacific    431,4%  637c 

Santa   Fe    133,319  20% 

Salt   Lake     53,447  8% 

Pacific    Electric    63,047  9% 

Total    681.309  100% 

Cars  Transferred  Between  Roads 

l''ig-.  136  also  indicates  that  twenty-live  per  cent  ff  all  the  loaded  cars 
handled  at  Los  Angeles  arc  transferred  from  one  road  to  another.  This  trans- 
fer is  made  within  the  city  at  eleven  different  points.  These  points  and  the 
number  of  cars  transferred  at  each  jxiint  are  shown  in  Table  No.  X\'. 
The  table  is  based  npon  information  received  from  the  Chief  Joint  In- 
spector under  whose  direction  all  cars  are  inspected  for  defects  in  equip- 
ment and  loading  at  the  point  of  transfer,  this  service  being  paid  for  jointly 
by  the  dififerent  railroads  interested.  .According  to  this  table  291.407  cars 
were  transferred  from  one  road  to  another  during  1917.  an  average  of  about 
800  per  day. 

It  will  at  once  be  apparent  that  while  the  totals  in  the  various  tables 
above  do  not  run  into  the  millions,  the  figures  nevertheless,  assume  such 
proportions  as  to  necessitate  caution  in  proposing  any  plan  which  might 
upset  the  smooth  working  of  the  present  system. 

Cars  Set  on  Industry  Tracks 

Inasmuch  as  the  industry  tracks  and  the  traffic  carried  over  them  are  an 
important  factor  in  these  proceedings,  attention  is  directed  to  a  peculiar  situa- 
tion which  exists  in  Los  Angeles  with  regard  to  industrial  switching.  The  Los 
Angeles  shippers  are  very  anxious  to  retain  the  benefits  of  the  present  arrange- 
ment and  we  agree  that  nothing  should  be  done  to  disturb  existing  advantages 
in  this  respect.  The  situation  in  brief  is  this ;  a  car  destined  to  an  industry 
track  is  switched  to  that  track  without  charge,  no  matter  on  whose  rails  the 
industry  is  located,  or  on  vvhcxse  rails  the  car  was  brought  into  Los  Angeles. 

The  representative  of  the  .Associated  Jobbers  of  Los  .\ngeles,  repre- 
senting as  he  stated,  seventy-five  per  cent  of  all  wholesalers  and  manufac- 
turers served  by  carriers,  stated  before  the  Commission  that  this  present 
arrangement  is  almost  ideal,  that  as  above  noted,  all  tran.scontinental  roads 
have  absolute  and  unrestricted  access  to  all  industry  tracks,  and  that  the 
association  which  he  represented  would  be  strongly  opposed  to  any  plan 
which  would  interfere  with  these  conditions. 

The  number  of  industries  in  Los  Angeles,  within  the  free  .switching 
limits  (including  quite  a  few  industries  outside  the  city  boundaries)  is.  of 
course,  constantly  changing  and  was,  at  the  time  of  this  investigation  (.\pril, 
1918)  about  as  follows : 


406  Los    AxGELES    Tkrminal    Investigation 

INDUSTRIAL  SWITCHING  OF  DIFFERENT  ROADS 

Industries 

Cars  Set 
No.  Ratio  1917 

On   Southern    Tacific    Rails 340  40%  38.515   Loads 

On  Santa  Fe  Rails   371  45%  40.869 

On  Salt  Lake  Rails 109  12%  8,879 

Total,   Steam    Roads    820  97%  88.263 

On    Pacific   Electric    Rails 25  3%  1,584 

Total— All   Roads    845  100%  89,847 

Of  the  340  industries  on  Southern   Pacific  rails,  278  are  so  located  that 

the  cars  destined  for  them  are  hauled  along  Alameda  Street. 

Table    No.    XX    shows    the    number   of    loaded   and   empty   cars    set   at 

these    various    industries    and    also    gives    the    same    information    for    team 

tracks    and   the    three    Pacific    Electric    transfer    tracks,     also     reached     via 

Alameda  Street. 

Less  Than  Carload  Freight 

The  following  information   is   taken   from   Table   XVII   and   shows   the 

extent  of  this  class  of  traffic,  expressed  in  its  common  measure,  the  short 

ton  of  2000  pounds. 

LESS  THAN  CARLOAD  FREIGHT  TRAFFIC 

Tons— 1917 

Road                                          Inbound        Outbound           Total  Ratios 

Southern   Pacific    55,432             164,258             219.690  46% 

Santa   Fe    67.670             111,147             178,817  31% 

Salt   Lake     34,107              24,629              58,736  7% 

Total— Steam   Roads    157,209  300,034  457,243  84% 

Pacific   Electric    34,968  59,274  94,242  16% 

Total— All    Roads    192,177  359,308  551,485           100% 

Average  day   624  1,166  1,790 

Ratios    35%  65%  100% 

Ton  Per  Car,  Av 5.26  6.27  5.23 

It  will  be  observed  that  the  importance  of  Los  Angeles  as  a  jobbing 
center  is  well  brought  out,  the  package  freight  outbound  being  nearly  double 
in  tonnage  the  inbound,  the  wholesale  merchants  receiving  freight  by  the 
carload  and  distributing  it  in  smaller  lots.  Of  course,  freight  originating 
in  Los  Angeles  is  also  responsible  for  some  of  this  excess  of  outbound 
freight. 

The  importance  of  the  Pacific  Electric  in  the  Los  Angeles  freight  field 
is  also  well  brought  out.  Its  more  important  package  freight  business 
lies  in  handling  this  class  of  freight  between  the  boats  at  Los  Angeles 
Harbor  and  the  City,  the  Pacific  Electric  having  access  to  the  more  im- 
portant wharves,  which  are  municipally  owned. 


Present    Freight    Tuaitic    and    !•  a(  ii.itiks  407 

FREIGHT  FACILITIES 


Freight  Yards 


Freight,  in  emcriiij,^  a  distrilmting  center  by  railroad,  is  first  handled 
in  unl)rok-en  carloads  at  the  yards.  Here  those  cars,  which  are  to  he  passed 
through  without  unloadinfj.  are  segregated  from  those  destined  to  the 
district  served  l)y  a  particular  yard.  The  cars  to  be  unloaded  are  then 
segregated  into  three  general  classes: 

1.  Carloiid.s  to  be  unloaded  on  team   tracks. 

2.  Carloads  to  be  unloaded  on  industry  tracks. 

3.  Carloads  of  package  freight  to  be  unloaded  at  freight  depots. 
There  are  other  classifications,  but  these  are  the  principal  ones. 

The  yard  is.  i)rol)al)ly.  the  most  crucial  ])oint  in  the  handling  of  freight 
— the  proijer  relation  of  its  ])arts  and  its  location  with  resjicct  to  the  dis- 
tributing tracks  being  the  controlling  factor  with  regard  to  delavs.  pmmiit 
and  economical  service  and  congestion. 

Knowledge  of  present  conditions,  regarding  the  handling  of  freiglit  cars 
in  the  Los  Angeles  yards  of  the  various  railroads,  is  essential  to  a  study  of 
any  changes  made  neces.sary  by  a  general  plan  for  the  elimination  of  grade 
crossings,  by  the  establishment  of  a  union  i)assenger  terminal,  or  for  any 
changes  toward  an  improvement  in  the  handling  of  freight,  with  tlii.s  in 
view,  a  brief  description  of  the  present  location  of  freight  yards  and  the  gen- 
eral methods  of  operation  is  given. 

Location  of  Yards 

The  Southern  Pacific  yard,  which  handles  about  63  per  cent  of  the 
number  of  cars  entering  and  leaving  I.os  Angeles,  is  located  [)rinci])ally 
on  the  west  side  of  the  Los  Angeles  River,  near  North  Broadway,  but 
parti}'  on  the  ea.st  side  of  the  river,  and  north  of  Dayton  .\venue.  This 
latter  location  is  the  site  of  the  future  classification  \ard,  the  progressive 
construction  of  which  is  little  more  than  started.  The  .^anta  Fe  yard, 
handling  20  per  cent  of  the  cars,  is  located  on  the  west  bank  of  the  Los 
.Angeles  River  between  h^irst  and  Sixth  Streets:  the  .Salt  Lake  freight 
yard,  handling  S  jx-r  cent  of  the  cars,  is  located  on  the  east  bank  of  the  river 
between  First  and  Seventh  Streets,  and  the  Pacific  Electric  freight  yard, 
handling  9'/[  of  the  cars,  is  located  along  the  west  side  of  .\lameda  Street, 
between  Seventh  and  Lighth  Streets,  and  is  commonly  known  as  the  "Fighth 
and  Hemlock"  yard. 

Soulhcrn  Pacific  Yard  Operation 

For  the  pur|)ose  of  handling  freight  trains,  the  Southern  Pacific  yards 
may  be  dixidcd  inlo  four  sections: 

1.     The  "Xew  t  lasslication  Yard"  lying  on  the  east  bank  of  tlic  Los  .\ngeles 
Kivcr. 


408 


Los    Angeles    Terminal    Investigation 


3.  The  "Upper  Yard"  includes  that  part  of  the  yard  along  North  Broadway 

which   lies   easterly   from   the   lead    which    extends     diagonally    across 
the  yard. 

4.  The  "Lower  Yard"  which  is  that  part  of  the  same  yard  lying  to  the  west 

of  this  lead. 

2.     The  "Midway  Yard"  lying  between  the   new  classification  yard  and  just 
north  of  the  North  Broadway  bridge  across  the  river. 


FIG.    137.      NEW    ri,.\SSIFIC.\TIO\    YARD — SOUTHERN    P.XriPIC 

This  new  yard  lies  between  tlie  left  bank  ot  the  Los  Anereles  River  and  the  San 
Fernando  Road.  The  southerly  en  1  is  n-uglUy  outlined  by  the  cars  and  tracks  at  the 
right  center  of  the  picture. 


Present    Fkek.iit    Traffic    and    I-'acilities 


409 


FIG.   13S.      SOITHERN  PACIFIC   l  rrKIl    VAHD 

This  view  is  taken  from  the  overhead  foot  bridge  across  the  yard  near  Ann  Street, 
looking  north  toward  North  Broadway  bridge,  which  appears  in  the  background.  The 
track  on  the  left  is  one  of  the  main  line  tracks  In  North  Spring  Street. 


FIG.    139.      SOITHEHN    PACIFIC    LOWER    YARD 

View  taken  from  the  overhead  foot  bridge  across  the  yard  near  Ann  Street.      Redondo 
Street   is  immediately    in    back  of  the  first   telegraph   pole  on   the   left. 

The  Southern  Pacific  Company  handles  in  and  out  of  these  yards  ap- 
pro.ximately  620,000  cars  per  year  and  as  high  as  2,200  cars  per  day,  and 


410 


I.os    Ancei.es    Termixai.    Investicatiox 


this  figure,  which  is  the  number  ut  cars  in  and  out  on  the  main  line,  will 
be  increased  to  about  3,000  cars  per  day,  if  all  movements  in  and  out  of  the 
yard,  including  cars  originating  and  delivered  at  Los  Angeles  are  taken  into 
consideration.     The  size  nf  the  yards  is  indicated  in  the  following  tabulation: 

SOUTHERN  PACIFIC  YARDS— TRACKAGE  AND  CAR  CAPACITY 

Miles  of  Standing 

Yard  '  Track  Car  Capacity 

New    Classification     18  1609 

Midway    -4  320 

Main  Yard   (  L'ppcr  and  l^uwer  Yards) 2S  2214 

Total     47  4143 

At  the  present  time  there  are  needed  and  constantly  employed,  approx- 
imately 58  switching  crews  with  about  35  switch  engines.  These  numbers 
vary  considerably,  depending  upon  the  volume  of  business  and  also  upon 
the  supply  of  equipment. 


FIG.  140.  SOUTHKRX  P.VTIFIC 
1IIUWAY  YARD.  I.YIXG  ALONG 
TIIK  WEST  B-VXK  «1F  THE  I,OS 
-VXGEI.ES  RIVER  AND  NORTH 
OF    BRO.VDWAY. 

The  hills  on  the  left  ot  the  picture 
prevent  any  further  expansion  of 
this  yard,  which  adjoins,  at  its  south 
end,  the  Main  Yard  and.  at  its  north 
end.  the  Classiflcatioh  Yard.  The 
iMain  line  tracks  are  those  on  the 
right.  The  main  line  of  the  .Santa 
Fe  to  San  Bernardino,  via  Pasadena, 
is   seen  in    the   right   foreground. 


Present    Freight    Traffic    and    Facilities  411 

Trains  from  the  North— Coast  and  \'alley  Routes— pull  into  the  "Mid- 
way Yard"  where  the  road  engine  is  cut  off  and  proceeds  to  the  roundhouse 
at  the  shops  on  the  east  hank  of  the  river.  The  conductor  of  the  train  rides 
the  engine  up  to  River  Station,  at  North  Spring  and  Sotello  Streets,  which 
is  the  yard  headquarers.  Here  he  leaves  he  waybills  which  give  the  yard 
authorities,  in  jjractically  all  cases  the  first  information  as  to  where  the 
loaded  cars  in  his  train  are  to  go.  There  are  certain  exceptions  to  this  rule, 
notably  in  case  of  stock  trains,  where  this  information  is  telegraphed  ahead 
of  the  train,  and  for  a  few  other  forms  of  special  shi]3ments,  among  which, 
at  this  time,  arc  included  certain  classes  f)f  government  freight. 

In   this  yard  the  train   is  broken  up  into  cuts  for  the  following  points, 

the  information  necessary  to  make  this  classification  having  been  sent  by 
wire  ahead  of  the  train  : 

1.  Point.s  on  the  Galveston,  Harrisburg  and  San  .Antonio  Railroad. 

2.  Points  on   the  Texas-Pacific. 

3.  Points  on   the   Rock   Island. 

4.  El  Paso  and  East. 

5.  Imperial  Valley. 

6.  Upper  Yard. 

The  cuts  for  the  Upper   Yard  are  then  ninved  to  this  yard   fi:)r  further 

classification.  It  might  be  noted  that  the  grade  is  appro.ximatcly  1  jjcr  cent 
down  from  the  New  Classification  Yard  to  the  Lower  Yard,  so  that  move- 
ments in  this  (southerly)  direction  are  down  hill. 

Following  the  arrival  of  the  waybills  in  the  yard  office,  tags  showing 
the  destination  of  the  cars  are  made  and  tacked  on  each  car  by  a  boy  from 
the  yard  office,  who  also  gives  the  yardmastcr  of  that  section  of  the  yard  a 
copy  of  the  switch  list.  The  Ujiper  \'ar(l  has  24  tracks,  which  are  put  to 
the  follow^ing  uses: 

8  for  receiving  tracks  for  trains  from  the  south  and  cast. 

1  each  for  the  following  destinations:  empty  oil  cars,  San  Joaquin  \'alley, 
new  classification  yard,  freight  houses.  San  Joaquin  Valley  local  cars, 
shops,  locals  east,  cabooses,  eastbound,  Santa  .Xna  Branch.  Salt  Lake 
transfer.  Coast  Division  short  hauls,  short  hauls  east,  cars  to  be  weighed. 
Santa  Fe  transfer,  lower  yard. 

As  noted  above,  cuts  from  the  Midway  Yard  are  broken  up  into  these 
divisions  in  the  Upper  Yard. 

Trains  from  the  East  pull  directly  into  the  Upper  Yard  and  are  handled 
in  a  manner  similar  to  that  described  for  the  Midway  Yard. 


412  Los    Angeles    Terminal    Investigation 

Trains  from  the  South  are  supposed  to  be  reduced  to  approximately  25 
cars  in  the  vicinity  of  Forty-seventh  Street  before  being  pulled  along  Ala- 
meda Street  through  the  city.  This  reduction  of  the  train  appears  to  be 
the  result  of  what  might  be  called  a  "gentlemen's  agreement"  with  the  City, 
and  is  not  compulsory  through  ordinance  or  franchise,  and  we  may  add  that 
our  observation  has  indicated  that  this  reduction  is  not  always  made — 
though  possibly  omitted  at  this  time  as  a  war  measure. 

These  trains  pull  directly  into  the  Lower  Yard.  It  will  be  noted  that 
among  the  tracks  in  the  Upper  Yard  is  one  on  which  cars  for  the  Lower 
Yard  are  placed. 

In  the  lower  yard  a  further  segregation  of  cars  is  made.  The  usual 
classes  observed  being  as  follows : 

1.  "Yellow-ball    District,    running   from   the    Yard    east    to    Myers    Station, 

which  is  usually  switched  during  the  day. 

2.  "Green-ball"  District,  which  is  south  of  8th  Street. 

3.  "Red-ball"  District,  which  is  north  of  4th  Street. 

4.  "Central"  District,  extending  from  4th  to  8th  Streets. 

5.  Macy  Street  Team  Tracks. 

6.  Pacific    Electric    Transfer.      These    cars    are    transferred    to    the    Pacific 
Electric   either  at  Aliso   Street   near  Alameda,   at  8th   and   Alameda,   or 

at  Clement  Junction   (at  Alameda  Street  near  25th   Street). 

7.  Santa  Fe  Transfer,  which  is  under  North  Broadway  Bridge. 

8.  Salt   Lake  Transfer,   which   is  at  the   Los  Angeles   River  and  ."Mhambra 

Avenue. 

9.  San  Pedro  Branch. 

10.  Santa  .'Vna  Branch. 

11.  Duarte   Branch. 

The  cars  for  these  branches  are  further  segregated  to  district  and  station 
order. 

12.  Bad  order  cars. 


Present    Fueicht    Trai-eic    and    1'acii.ities 
Sanla  Fe  Yard  Operations 


413 


FIG.    141.      SANTA   KE  VARUS   .\OUTH   OK   KOlltTII   STUIOIiT    UKIUGU 

The   passenger   yard    and   station    are    in    tlie    left   background;    Ireiglit   yard    on    the    right. 


1-iti.  14::.     soiiiii<:i«>  km>  <>i'  sani  \ 


KKIOKill 


Taken  from  Fourth  Street  viaduct,  this  view  shows  the  southern  end  of  the  yard  with 
the  main  line  Jracks  along  the  river.'  The  coach  yard  is  Just  beyond  Seventh  Street  in 
t  e  distance.  The-  Los  Angeles  Ice  and  Cold  Storage  Company  s  plant  is  the  largest  s.ngle 
industry  in  Los  Angeles  Irom  the  standpoint  of  the  number  of  freight  cars  received  and 
delivered.     These  amount   to  approxiniE^tely  7000  per  year. 


414  Los    Axgei.es    Ticrmixaf.    Ixvestic.ation 

This  freight  yard  has  about  19  miles  of  track  and  will  stand  1276  freight 
cars  on  the  yard  tracks  proper. 

Trains  may  enter  the  Santa  Fe  yards  from  either  the  north  or  south 
and  are  just  as  liable  to  come  one  way  as  another.  All  freight  trains,  except- 
ing one,  are  operated  as  extras,  the  exception  being  train  No.  55.  which 
handles  green  perishaljles  and  is  routed  into  Los  Angeles  via  Pasadena. 

On  arrival  in  Los  Angeles,  the  train  is  broken  up,  as  far  as  Los  Angeles 
business  is  concerned,  into  cuts  for  the  following  points : 

"Canal"  (This  cut  includes  cars  for  the  freight  houses  and  the  neighboring 
industries  and  extends  from  First  to  Fifth   Streets) 

"North  Industrial  District"  (Industries  from  First  Street  to  North  Main 
Street) 

"South  Industrial  District"  (Including  industries,  roughly  between  Sacra- 
mento Street  and  Slauson  .\venue;  also  including  industries  located  be- 
tween  Redondo  Junction   and   Hobart  Junction) 

rr 

"Patch"  (Including  industries  between  Fifth  and  Sacramento  Streets  and 
the  "Market"  on  .-Manieda  Street.) 

"North  of  Main  Street"  (Including  industries  between  North  Main  Street 
and  Avenue  22) 

"Southern  Pacific  Transfer" 

"Salt  Lake  Transfer" 

"Pacific  Electric  Transfer,"  of  which  there  are  two,  one  at  Butte  and  one 
at  .\liso  Streets,  the  use  of  which  depends  upon  the  destination  of  the 
cars. 

Practically  all  freight  trains  leaving  Los  Angeles  leave  the  Santa  Fe 
yard  headed  south — down  grade  at  the  start — as  cars  for  the  east  are  hauled 
to  San  Bernardino  via  P^uUerton  on  account  of  the  heavier  grades  via 
Pasadena. 

At  the  present  time  the  yard  switching  requires  approximately  1170 
engine  hours  per  week,  which,  stated  in  another  way,  is  a  daily  requirement 
of  about  20  crews  and  11  switch  engines. 

It  seems  important  to  note  that  the  Santa  Fe  is  able  to  switch  the 
industries  in  the  district  between  First  and  Ninth  Streets  and  have  all  cars 
set  within  approximately  three  hours  after  the  arrival  of  the  train  without 
the  use  of  any  longitudinal  drill  tracks,  such  as  those  on  Alameda  Street. 

This  yard  has  about  9  miles  of  track  and  a  capacity  of  795  standing  cars. 
About  90  per  cent  of  the  Salt  Lake  freight  traffic  approaches  or  leaves  the 


I'kKSKNT     I-'UICUIHT     TUAI-1'IC     AND     ]'"aci  I  11  ii;s 
Sail  Lal(e  Yard  Operation 


415 


FUi.    MX       SALT    l.AlvE    KHKIoHT    YAHH    NOISIII    OI'    KOURTH    STREET 

Or  the  left  is  the  Los  Angeles  River.  The  two  tracks  adjacent  to  the  river  are  the 
main  line  tracks  and  all  those  to  the  right  are  yard  tracks.  In  the  center  distance  may 
be  seen  the  coach  yard. 


FIG    144      'iVI.T   I.AKE  YARD  SOITH  OF  POl  RTH   STREET 

side^,;nigis:.M4,;"^.^^L.^'\?^;^  ^j^the  itu^r^r^  ^F\A^k  pS  ^^^ 

street  bridge  across  the  river  may  be  seen. 


416  Los    AxGEF.ES    Terminal    Investigation 

Salt  Lake  yard  from  the  south,  the  business  on  the  Pasadena  and  Glendale 
lines  being,  by  comparison,  very  small  with  the  Eastern  and  Los  Angeles 
Harbor  traffic.  The  operation  of  the  yard  is  comparatively  simple  and 
needs  little  description,  the  freight  trains  simply  pulling  into  the  yard  and 
being  broken  up  according  to  the  different  classifications  necessary. 

With  regard  to  cars  destined  to  Los  Angeles  industries,  it  may  be  said 
that  the  territory  within  the  Salt  Lake  switching  limits  is  divided  into  two 
districts;  the  north  district  including  all  territory  north  of  First  Street,  the 
])rincipal  business  in  this  district  being  that  of  the  canneries  between  Aliso 
and  First  Streets;  the  house  and  team  tracks  are  also  within  this  district. 
The  south  district  includes  all  territory  south  of  First  Street,  including  the 
Santa  Fe  Alley  track.  This  latter  lies  parallel  to,  east  of,  and  about  150 
feet  distant  from  Santa  Fe  Avenue,  and  is  joint  property  of  the  Southern 
Pacific-Salt  Lake,  and,  previous  to  May  13,  1918,  was  switched  during  the 
last  six  months  of  the  year  by  the  Salt  Lake  and  during  the  first  six  months 
by  the  Southern  Pacific.  Since  this  date,  in  order  to  reduce  the  amount  of 
industrial  switching  on  Alameda  Street,  the  Salt  Lake  is  switching  this 
track  the  entire  year. 

At  present  (May,  1918)  there  are  about  nine  switch  crews  and  five 
switch  engines  employed  in  Salt  Lake  freight  switching  at  Los  Angeles. 
One  engine  and  two  crews  are  used  in  the  north  district,  one  engine  and 
three  crews  in  the  yard  and  the  balance  is  used  in  switching  the  south  in- 
dustrial district.     Passenger  trains  require  one  crew  and  one  engine. 

This  yard  appears  to  be  sufficient  for  present  business  and  is  satisfac- 
tory from  the  standpoint  of  operation,  except  that  the  classification  must  be 
handled  across  Seventh  Street,  which  seriously  delays  the  street  car  and 
vehicular  traffic  at  this  point,  it  being  necessary,  at  times,  to  keep  the  gates 
down  for  two  or  three  minutes  at  a  time.  North  of  Seventh  Street  the  lad- 
der track  descends  on  rather  a  steep  grade  for  four  or  five  hundred  feet, 
which  is  a  very  objectionable  feature  because  of  the  amount  of  damage 
done  to  cars  by  too  heavy  collision  when  switching  them  on  this  steep 
grade. 

The  Salt  Lake  also  has  a  small  yard  south  of  the  City  near  Hobart, 
commonly  called  East  Yard,  which  is  at  present  used  only  for  storage. 

This  yard  has  about  3  miles  of  track  and  will  hold  186  freight  cars. 
Cars  reach  the  Pacific  Electric  yard  in  two  w-ays :  (1)  those  cars  originat- 
ing on  the  lines  south  and  west  of  the  City  are  hauled  directly  into  the  yard 
by  Pacific  Electric  power;  (2)  cars  originating  on  the  eastern  lines  are  de- 
livered to  the  Southern  Pacific  at  the  Macy  Street  transfer;  are  hauled  along 
Alameda  Street  and  set  on  one  of  the  Pacific  Electric  transfers  usually  at 
Eighth  and  Alameda  Streets.     Cars  destined  for  points  on  the  east  lines  are 


Present    Fkhkiht    Traific    and    Ivxcimties 
Pacific  Electric  Yard  Operalion 


417 


Flfci.    143.      pacific:    KI.KtTKIt    FKUK^HT    VAHU 

^V'hite  rows  of  paper  are  standing  at  tite  end  of  tht-  freiglit  sl.ed  on  the  left.  The 
large  brick  buildings  in  the  background  are  sliop  buildings;  in  back  of  these  are  tlie 
concrete  buildings  of  tlic  Los  Angeles  I'nion  Terminal.     Eighth  Street  is  in  tlie  foreground. 


transferred  to  tlie  Sniitliern  I'acilic  at  C'lenient  Juiioticm.  hauled  1)_\-  it  alniig 
Alameda  Street  to  Macy  Street  transfer  and  thence  tn  their  destination  over 
Pacific  Electric  rails. 

Switching  business  in  I.os  Angeles  is  handled  by  three  day  crews  and 
three  night  crews;  a  day  and  a  night  crew,  which  may  be  classed  as  an 
outside  crew,  working  south  of  Amoca  Tower  as  far  out  as  h'riiitland,  on 
the  \\'hittier  line,  and  ;is  far  as  Slauson  Axciuu-  on  the  I-ong  Reach  line 
and  twii  inside  crews,  which  work  north  of  the  .\moca  Tower  (Amoca 
Tower   is   approximately   at    Long    lleach    .\\cnue   ami     Twenty-sixth    ."street). 

Recommendations 

These  recommendations  are  a  direct  result  of  <ither  recommendations 
in  this  report.  The  existing  freight  yards  in  Los  .\ngeles  have  not  been 
the  source  of  any  complaint  and  our  studies  ha\e  indicated  no  criticism 
of  their  operation  or  location,  except  as  the  latter  is  atTected  by  the  general 
relocation  of  transportation  facilities. 

We  have  ])reviouslv  recommended  that  the  present  Southern  Pacific 
freight  yard  be  used  as  a  unitm  coach  yard.  We  recommend,  therefore,  that 
a  new  freight  vard  for  the  Southern  Pacific  be  established  along  the  San 
Fernando  Road,  substantiallv  as  already  planned   by  this  road.     (Southern 


418  Los    Angeles    Terminal    Investigation 

Pacific-Los  Angeles  Division — M.  of  W. — Drawing  S-1794).  All  freight 
trains  will  then  run  directly  into  this  yard,  which  will  take  the  place  of  the 
present  small  development  at  this  yard,  the  Midway  Yard  and  the  upper  and 
lower  yards  between  Spring  Street  and  Broadway.  The  Midway  Yard  will 
probably  be  found  useful  as  a  transfer  yard  between  the  Southern  Pacific  and 
the  Santa  Fe.  While  it  is  at  present  larger  than  necessary  for  this  purpose, 
the  future  business  will  justify  this  use.  In  our  opinion,  these  changes  will 
resuh  in  much  improved  operating  conditions,  both  as  to  smoothness  of 
operation  and  cconomv. 

\\'e  recommend,  as  will  be  noted  in  a  later  chapter,  a  union  freight 
statinn  at  the  site  of  the  present  Santa  Fe  yard.  This  yard  must,  then, 
be  moved  to  another  location.  W'e  recommend,  therefore,  that  the  Santa 
Fe  construct  a  new  freight  yard  on  the  land  already  acquired  just  east  of 
Hobart.  All  Santa  Fe  freight  trains  would  then  run  directly  into  this  new 
yard.  Ultimately,  the  trains  running  via  Pasadena  would  not  cross  the  Los 
Angeles  River  at  all,  using  the  trackage  on  the  east  bank  between  Humboldt 
Street  and  Butte  Street. 

No  changes  are  recommended  in  the  use  or  location  of  the  Salt  Lake 
freight  yard  along  the  Los  Angeles  River  between  Fourth  and  Seventh 
Streets. 

We  recommend  that  the  Pacific  Electric  join  the  three  steam  roads  in 
a  union  freight  station  at  the  Santa  Fe  site  and  are  also  recommending 
elimination  of  transfer  tracks  between  the  Southern  Pacific  and  Pacific 
Electric  at  the  Pacific  Electric  freight  yard.  \\'ith  these  two  things  accom- 
plished, the  Pacific  Electric  will  find  it  no  longer  necessary  to  maintain  its 
present  yard  along  Alameda  Street  between  Seventh  and  Eighth  Streets. 
In  this  connection,  we  may  note  that  the  land  is  well  suited  for  industrial 
development,  such  as  future  extension  of  the  Los  Angeles  Union  Terminal, 
in  which  the  Pacific  IHectric  is  financially  interested  (see  Fig.  157  on 
page  428). 

We  have  not.  in  our  estimates,  taken  any  credit  for  the  release  of  this 
property  from  transportation  use.  All  of  our  plans  contemplate  an  elevated 
railway  for  the  Pacific  Electric  along  the  easterly  edge  and  across  the  south- 
east corner  of  this  tract.  The  remainder,  to  the  west,  is  the  part  that  could 
be  released  from  transportation  use.  This  remainder,  803,000  square  feet 
(18  acres  approximately)  in  area,  it  is  estimated,  has  a  salvage  value 
of  $1,364,100. 


Present    Freight    Traffic    and    Faciiitiics 


419 


Ku;.  i4«.     soitiii;kn    i-a<  iku    kkkight  shku^   and  •ii:\>i   \  vun 

.  ,,,9". 'he   left    the   tracks   curve    from   Alameda   Street    into   North    Spring    Street  Shed 

A     IS  in  the  left  background.     In  the  left  center  are  freight  cars  standing  on   the  hou<!e 

tracks,   the  outbound  shed   "B"  being  on   the  left  and  the  inbound   slied   •T"   on   the  rigljt 
Larther-to  the  right  and  in  the  foreground  is  the  team  yard. 

Freight  Station 

Southern  Pacific  Freight  Depot 

The  Southern  Pacific  less  than  carload  freight  station  is  located  at  Ala- 
meda and  North  Spring  Streets,  where,  in  addition  to  the  freitrht  sheds,  a 
team  yard  is  maintained.  This  station  is  located  near  the  freight  yard,  a 
point  of  some  advantage,  as  a  mininuini  of  time  is  lost  in  transferring  cars 
between  the  yard  and  the  static  m. 

It  may  be  well  to  ])oint  out  that  less  than  carload  freight  sheds  are  open 
for  business  about  308  days  per  year,  being  closed  on  Sundays  and  some 
holidays  (perishable  shipments  are,  however,  handled  365  days  per  year). 
In  all  of  our  tables,  wherein  an  average  daily  figure  is  shown,  the  calcula- 
tions are  based  on  308  days.  Cars  are  usually  spotted  for  unloading  along- 
side the  inbound  Imuse  during  the  early  iiKiniing  hours  and.  after  being  un- 
loaded, are  transferred  to  tracks  nearer  the  outbound  house  and.  in  our 
tabulations  covering  the  movement  of  cars  in  and  out  of  less  than  carload 
freight  stations,  it  will  be  understood  that  the  total  cars  in  and  out  includes 
in  the  outbound  cars  practically  all  of  those  reported  inbound. 

The  Southern  Pacific  has  three  freight  sheds,  the  principal  characteristics 
of  which  follow : 


4J0  Los    Angeles    Terminal    Investigation 

PRINCIPAL  CHARACTERISTICS— SOUTHERN  PACIFIC  FREIGHT  STATION 

Outbound  Inbound 

Shed  B  A  C 

Area.  House    Square   feet     24,000  28,320         21,384 

Platform    "  9,720  18,466         12,200 

Platform   and   Shed    '■  "  3,108  4,800  

Total"   ■•          ■•  36,828  51.586        33,584 

Grand  Total   121,998 

Cars  handled,  average  day 83  50 

Cars,  spot  capacity   96  102 

Tons  handled,  average  day 533  180 

.\rea  per  ton  per  average  day,  sq.  ft 68  473 

Team  front  per  ton  per  average  day,  feet 1.59  8.0 

Shed  "B"  is  exclusively  outbound  and  Sheds  "A"  and  "C"  exclusively 
inbound.  Shed  "A"  is  used  for  automobiles  and  inbound  Los  Angeles  freight 
exclusively,  and  .'^licd  "C"  for  inbound  and  transfer  freight.  The  freight 
offices  are  located  in  llie  two-story  jiortiou  of  Shed  "A." 


FIG.    147.      SOll'IlliUV    I'ACIl'lL-    l-UlOUiHT    Ulil'OT 

This  is  part  of  Shed  "A",  extending  along  the  west  side  of  North  Spring  Street  and 
North  of  Alameda  Street.  The  offlces  are  located  in  this  building,  which  is  of  frame 
construction. 


The  Southern  Pacific  freight  station  is  now  rather  poorly  located.  Many 
jobbers  have  moved  south,  away  from  it.  but  since  the  Southern  Pacific 
serves  so  many  points  exclusively,  shippers  have,  of  necessity,  had  to  ship 
there.  The  station  is  also  inadequate,  principally  because  Shed  "B"  is  too 
small,  not  having  been  designed  for    the    present    business.     The   facilities 


Present    Freight    Trakkic    and    I'acii.ities 


4J1 


have  been  left  behind  in  the  march  of  events  toward  the  mure  economical 
operation  of  freight  stations,  due  to  better  design  and  the  intniduction  of 
mechanical  labor  saving  devices. 


FIG.    14S.      SOITHERN    PACIFIC  OUTBOIXD   FREIGHT   SIIKU 

This  view  gives  some  idea  of  tlie  conRestinn  during  tlie  busv  period  of  tlie  dav.  At 
the  time  this  picture  was  taken,  116  vehicles  were  eitlier  at  the  shed  or  waiting"  their 
turn.  This  view  enipliasizes  the  necessity  of  the  enlargement  of  these  facilities  within 
the  near  future,  although  closing  time  congestion  seems  almost  impossible  of  elimination. 

Shed  "B"  is  40  feet  wide  and  600  feet  long.  The  loading  length  for 
teams  is  inadequate  and  the  system  of  handling  the  freight  from  the  teams 
to  the  cars  is  open  to  improvement,  although  this  cannot  be  accomplished 
witli  the  present  design.  While  it  is  well  kiiciwn  that  the  teams  are  thickest 
just  before  the  time  of  closing  the  sheds  for  receipt  of  less  than  carload 
freight  (at  4  o'clock  P.  M.  in  I^os  .\ngeles)  and  that  this  congestion  occurs 
at  all  large  freight  stations,  they  are  evidently  detained  too  long  at  this 
shed.  The  figure  of  1.59  feet  of  wagon  frontage  ])er  ton  shi])ped  ])er  ax'er- 
age  day  is  indicative  of  the  inadequacy  of  team  frontage. 

The  buildings  are  of  frame  constructinii.  built  at  various  times,  as  the 
traffic  grew  and  not  intended  for  the  jiurpose  for  which  they  are  now  used. 
Freight  is  handled  from  the  drays  to  the  cars  on  hand  trucks,  the  house 
tracks  being  placed  alongside  one  another,  without  platforms. 

The  Santa  Fe  freight  station,  handling  32  per  cent  of  I^-os  .\ngeles  less 
than  carload  freight,  is  located  along  Santa  Fe  Avenue,  between  Third  and 
Fourth  Streets,  and  consists  of  two  very  modern  reinforced  concrete  siieds, 
the  ])resent  inbound  she«I,  1080  feet  long,  half  being  60  feet  wide  and  half 
40  feet  in  width,  having  been  built  in  I'X)",  and  tlic  inbound  shed.  9.^0  feet 
long  and  60  feet  wide,  in  191?. 


422 


Los    Angeles    Terminal    Investigation 


FIG.    149.      AXOTHER   MEW   OF    SOITHKIIX    PACIFIC    OUTBOlBiD    FREIGHT    SHEDS 

In  the  busy  time  of  day,  just  before  the  sheds  are  closed  for  shipments,  teams  must 
often  wait  for  a  considerable  time  in  order  to  unload.  This  lost  time,  in  the  aggregate, 
probably  amounts  to  more  than  the  time  consumed  in  going  to  and  from  the  freight  house. 


FIG.    luO.      S.\1VTA   FE   INBOUND   FREIGHT    SHED 

Located  along  west  side  of  Santa  Fe  Avenue,  between  Third  and  Fourth  Streets,  this 
modern  reinforced  concrete  and  steel  structure  i.=!  probabiy  one  of  the  best  facilities 
".'  \'^  kind  in  the  West.  The  outbound  shed,  shown  in  part  in  another  picture,  isi  of 
similar  construction  and  size.  Offices  are  located  in  the  two-storv  portion  in  the  fore- 
ground. 


Present    Freight    Traffic    and    Facilities 


423 


FIG.     151.       MODKRX     I'ACKA<iK     FHI'.HJHT     IIVNDMNG     AT     Till-: 
S.AXTA    FE    FKEKillT    HOI  SK 

These  electric  tractors  and  special  trucks  are  used  to  convey  freight  between  the 
freight  house  and  cars.  This  is  the  only  modern  eciuipment  of  its  l<ind  in  the  West. 
The  tractor  is  hauling'  8000  pounds  of  freight;  a  man  with  a  hand  truck  usually  finds  his 
limit  500   pounds. 


FIG.   152.      ,S.\XTA    FE   STATION    YAnn 

The  passenser  station  is  immediately  in  front  of  the  large  gas  holder  in  the  back- 
ground. This  view  also  shows  the  cars  alongside  the  inbound  freight  house,  rt-ith  the 
island  platforms  between  the  lines  of  cars.  Third  Street  is  just  this  sl.le  of  the  grocery 
warehouse  on  the  left. 


424 


Los    Angeles    Terminal    Investigation 


These  sheds  are  the  most  modern  in  the  West.  Structurally  they  are 
very  similar.  The  outbound  shed  is  completely  equipped  with  dial  scales, 
the  quickest  type  for  weighing  freight.  Between  the  sheds  are  platforms 
reached  by  electrically  operated  lift  bridges  from  the  sheds,  these  lift 
bridges  being  raised  to  admit  the  movement  of  cars. 

One  of  the  most  noteworthy  items  is  the  use  of  electric  tractors  and 
specially  built  trucks  for  handling  outbound  and  transfer  freight  between 
the  scales  and  cars.  This  shed  was  designed  for  this  method  of  operation, 
being  60  feet  in  width.  Hand  trucks  are  used  fur  inbound  freight,  this 
metlidd   beino-  ninre   econnmical   fur  the  class  of  freight  and   width   of  shed. 


The  principal  characteristics  follow: 

PRINCIPAL  CHARACTERISTICS— SANTA  FE  FREIGHT  STATION 

Outbound    Inbound 

Area,  house   square  feet  4,S,0()U         5-4, UUU 

"       platform    "          "  1,885           1,885 

"       shed   and  platform    "          "  8,994          6,936 

"       transfer  platform    "          ■■  14,998         1 5,878 

Total   7i.%77        78,699 

Grand    Total     152,576 

Cars  handled,  average  day   No.  62                i7 

Cars,   spot   capacity    No.  94                76 

Tons  handled,  average  day   tons  361              220 

Area  per  ton  per  average  day   sq.  ft.  205              353 

Team  front  per  ton  per  average  day feet  2.63             5.70 


PIG.   153.      SANTA   FB   OUTBOUND   FREIGHT    SHED 

,,  .    '{!"•''  ^'I'"';   was   taken   about  closing  time   and   shows   the   concentratinn    nt  business   at 
tins  time  ot   day.     Crane  for  unloading  heavy  freight  appears  at  the  left. 


PRKSKNT    Freight    Traffic    and    Ivvcimtifs 


425 


It  will  be  noted  that  these  sheds  offer  more  room  for  the  hiisiness  done 
than  the  Southern  Pacific,  and  our  observation  has  been  that  there  is  less 
congestion,  especially  congestion  of  teams.  This  is.  however,  also  due  in 
part  to  the  fact  that  during  the  war.  considerable  business  was  diverted  to 
the  other  roads  and  the  fact  that  "steamer  day"  loading  tends  towards  less 
congestion  at  closing  time.  "Steamer  day"  (or  "sailing  day")  loading  means 
that  less  than  carload  freight  is  dis])atched  for  less  important  points  at 
intervals  of  several  days  rather  tlian  daily,  and  that  freight  for  .such  destina- 
tions will  be  received  at  the  freight  houses  only  cm  these  certain  da  vs.  The 
frequency  depends  upon  the  volume  of  business. 

Salt  Lake  Freight  Depot 


FIG.    IM.      SVI.l'    l.AKK    KKIOKillT    STATION 

These  are  the  freight  sheds  at  Aliso  and  Myer  Streets.     With  the  exception  of  a  smaU 
concrete  section,   these  buildings  are  of  frame  construction. 


The  .Salt  Lake  le<s  tliaii  carload  freight  station,  at  wiiich  11  per  cent 
of  this  class  of  Pos  .\ngeles  freight  is  handled,  is  located  almig  .Myers 
Street,  just  south  of  Aliso  Street.  The  buildings  are  of  frame  construction, 
except  a  part  of  Shed  "P."  which  is  concrete  and  brick.  .\n  extension  of 
Shed  "C  built  in  1913  (on  the  east  side  of  Myers  Street),  is  of  reinforced 
concrete.  Init  as  this  building  is  leased  as  a  warehouse,  it  is  not  included 
in  the  following  data.  Shed  ".\."  inbound,  was  built  in  1901  and  ViQZ. 
Shed  "B,"  outbound  (and  nearer  to  Aliso  Street  on  the  west  side  of  .Myers 
Street),  was  built  in  1905,  and  Shed  "C."  in  1907. 


426 


Los    Angeles    Terminal    Investigation 


FIG.  15.-1.      SALT   LAKE   AITOMOBILE   FREIGHT   STATION 

The  main  Salt  Lake  freight  station  is  located  at  Aliso  Street  and  too  far  from  the 
center  o£  the  automobile  industry.  It  was  found  necessary  to  locate  this  structure  at 
Seventh  Street.     It   lies  Just   east  of  the  Los   Angeles   River. 

Pacific  Electric  Freight  Depot 

The  Salt  Lake  also  has  an  "automobile  dock"  on  Seventh  Street,  just 
east  of  the  river,  which  was  built  in  order  to  provide  facilities  for  handling 
this  class  of  freight  in  a  location  fairly  accessible  to  the  automobile  district, 
practically  all  of  which  is  south  of  Seventh  Street.  This  structure  is  of 
frame  construction. 

With  the  realization  that  the  site  of  the  present  station  was  such  that 
business  would  no  longer  care  to  go  to  the  extra  distance  involved,  the 
Salt  Lake  in  recent  years  acquired  a  site  for  a  freight  terminal  on  Alameda 
Street,  between  Eighth  and  Hunter  Streets.  As  discussed  elsewhere,  per- 
mission to  install  the  necessary  track  crossings  to  enable  the  construction 
of  tracks  to  the  site  was  asked  of  the  Commission,  in  Application  3037,  and 
the  matter  is  now  held  in  abeyance  pending  the  Commission's  decision  in 
these  consolidated  cases. 

The  Pacific  Electric  freight  station  is  located  along  Eighth  Street,  from 
Hemlock  to  Naomi  .Streets.  The  sheds,  part  of  which  are  two-story,  ac- 
commodating the  offices,  are  all  of  frame  construction.  This  station  was 
established  about  1905.  Seventeen  per  cent  of  all  Los  Angeles  less  than 
carload  freight  traffic  is  handled  at  this  station.  The  inbound  freight  orig- 
inates, to  a  large  extent,  at  the  wharves  at  the  harbor  while  the  outbound  is 
destined  to  the  many  points  in  the  large  territory  surrounding  Los  Angeles 
and  served  bv  this  road. 


Present    Freight    Traffic    and    Facilities 


427 


FIG.    156.      PACIFIC    ELECTRIC    FREIGHT    STATION 

This    frame    structure    is    located    on    Eightli    Street    near    Hemlock    Street    and    is    tiie 
only  less   than  carload   freight  station   of   the  Pacific   Electric   in   I>os  Angeles. 

The  essential  data  regarding-  this  station  follows: 

PRINCIPAL  CHARACTERISTICS— PACIFIC   ELECTRIC   FREIGHT   STATION 

Outbound  Inbound 

Area,  house    15.616  17.520 

"       platform     2,032  4,412 

"       shed  and   platform    11.928  3,600 


Total   29,576 


25.532 


55.108 


21 

S3 

192 

154 
3.07 


13 

14 

113 

226 

3.12 


Grand  Total    

Cars  handled,  average  day    No. 

Car  spot  capacity  No. 

Tons  handled,  average   day    tons 

Area  per  ton,  average  day  sq.  ft. 

Team  front  per  ton.  average  day feet 

It  will  be  noted  that  these  facilities  are  fairly  adequate  for  the  amount 
of  present  business.  It  may  also  be  stated  that  the  Pacific  Electric  has 
plans  for  changing  the  location  of  this  station,  the  new  site  being  on  ground 
now  owned  and  occupied  by  shop  buildings.  This  improvement  is  intended 
to  include  the  whole  arrangement  of  the  team  tracks  and,  in  fact,  the  whole 
yard. 

Recommendations 

W'e  recommend  that  the  Southern  Pacific,  Santa  Fc  and  Pacific  Flectric 
join  in  the  construction  and  operation  of  a  consolidated  freight  station  at  the 


Present    Im<ki(,iit    Trai-eic    and    1-'a 


tii.n  lES 


429 


Santa  l^'c  site,  the  existing  Santa  l'"e  freight  station  U>  become  a  part  thereof. 
This  is  (liscnssed  more  in  detail  later. 

Under  these  conditions,  tlie  present  Southern  Pacific  freight  station  site 
will  be  nsed  as  a  team  yard,  the  existing  Salt  Lake  freight  station  site  will 
be  cleared  and  u^ed  in  part  as  a  team  yard  ( it  may  be  here  noted  that  the 
recommended  depression  and  expansion  of  the  tracks  along  the  east  bank 
interferes  to  some  extent  with  this  freight  station),  and  the  Pacific  Electric 
freight  station  will  be  abandoned. 

Team  Yards 

Certain  classes  of  freight,  principally  carloads,  destined  for  consignees 
without  spur  track  facilities,  and  large  and  heavy  packages,  such  as  machinery, 
are  commonly  unloaded,  or  loaded,  directly  from  cars  to  dravs.  without 
being  handled  in  the  frei.^ht  station,  at  team  tracks  alongside  good  drive- 
ways, although  at  one  or  more  points  a  crane  is  provided.  It  is  .-idvantageous 
to  ha\-c  at  least  one  vard  adjacent  to  the  freiplu  station. 


FIG.   1,'.8.     M.tCY   STREET  TEAM   Y.iUDS 

Located  at  Alameda  and  Macy  Streets,  ttils  property  would  be  devoted  to  a  station 
yard  according  to  the  Hawgood  and  Storrow  plans  for  the  establishment  of  a  union 
passenger  station. 


The  Southern  Pacific  team  tracks  are  located  at  the  site  of  the  freight 
station  at  North  Spring  and  Alameda  Streets,  at  the  corner  of  Macy  and 
Alameda  Streets  and  at  the  corner  of  Fourth  and  Alameda  Streets. 


430 


Los    Angeles    Terminal    Investigation 


FHi.     loU.       SOITHKKN    I'Al'iKlf    TKAM    TRACKS — KOIRTH    AM>    Al.AMKUA    STKKKTS 

This  team  yard  is  largely  devoted  to  a  carload  express  business,  which  consists 
principally  of  perishable  commodities.  These  cars  are  handled  on  passenger  trains,  and 
such  a  yard  is  necessarily  near  the  passenger  station. 


FIG.  1«0.      SASTA  FE  TEAM   YARD  BETWEEN    THIRD    AND    FOl'RTH    STREETS 

This    is    one   of   the    Santa   Fe   Team    Yards,    Driveways    are    paved    %vith    granite    block 
A  crane  for  unloading  heavy  shipments  is  shown. 


Preskxt    Fri:i(;ht    'I'rai-i'ic 


AND    Facilities 


431 


I'lO.    lUl.      .SAMA    KK    TKA.M   THALKS 


^J 


FIG.  163.      SAiVTA   h'H  TKAM    VAItU   AT  BAV    A.\U   LAWKKXCB  STREKTS 

These  team  tracks  were  constructed  in  1914,  but  are  used  very  little.  Perhaps  the 
most  important  point  in  this  connection  Is  the  evident  attempt  of  the  Santa  Ke  to  procure 
team  tracks  adjacent  to  Alameda  Street.     These  are  one  block  to  the  east. 


432 


Los    iVxGEi.ES    Terminal    Ixvestigatiox 


Santa  Fe  team  tracks  are  located  along  Santa  Fe  Avenue  between 
Third  and  Fourth  Streets,  and  also  west  of  the  Santa  Fe  freight  station, 
between  Third  and  Fourth  Streets.  The  teamways  in  these  yards  are  gran- 
ite blocks  on  a  concrete  base  and  are,  perhaps,  the  best  paved  of  any  in  Los 
Angeles.  I'he  Santa  Fe  also  has  a  team  yard  on  Shearer  Street,  between 
Wilson  and  Lawrence  Streets,  which  is  also  paved  with  granite  blocks. 
This  yard  was  installed  in  1914  and  represents  an  attempt  of  the  Santa  Fe 
to  gain  a  location  adjacent  to  Alameda  Street  south  of  Seventh  Street. 


KKi.    IKH.      THAM    TltVfK><    AT    SALT    I.AKI':    I-'ltlOK: 


STA'I'ION 


The   first  track   on   the  left  and   the   tracks   on    the   right,    in    the    foreground,   are   team 
tracks  where  carload  shipments  are  transferred  to  vehicles. 


Salt  Lake  team  tracks  are  located  at  the  site  of  the  freight  station  along 
Myers  Street,  although  some  tracks  in  the  }-ard  north  of  Seventh  Street  are 
occasionally  used   for  that  ])urpose. 

Pacific  Electric  team  tracks  are  located  at  the  site  of  the  freight  sta- 
tion and  also  at  the  corner  of  Anderson  and  Aliso  Streets. 


The   principal  physical  characteristics  of  the   Los  Angeles   team   tracks 
are  given  in  the  following  summarv : 


Presknt    1'ki;u;iit    Traific    and    1\\ciuties 


433 


FICi.     KM.       PACIFIC     ELECTRIC    TEA>i      \   \  It  II      \M)      Tit  A  >  Sl'I'.K      ^   Vltl) 

In  this  view  there  are  shown  the  Pacific  Electric  team  vard  at  Anderson  and  Aliso 
Streets,  and  Pacific  Electric-Salt  Lake  transfer  on  Elliott  Street,  known  as  .\nderson 
Transfer.  Elliott  Street  is  just  to  the  right  of  the  center  of  the  picture.  Mission  Uoad 
is  just  this  side  of  the  building  on  which  "Ben  Hur"  appears. 

TEAM  YARDS— LOS  ANGELES 

Car 

Area  Trackage  Capacity 

Road                                                                          (Sq.ft.)  (feet)  (spot) 

Southern    Pacific    593.6().S  17.619  353 

Santa  Fe  391.800  13,661  280 

Salt  Lal<e    95.100  3.342  67 

Total  Steam  Roads   1.080.505  34,622  700 

Pacific    Electric    48.300  1.765  36 

Total    1,128,805  36.387  736 

(.Alternate   Units)    (26  acres)     (6.9  miles) 

It  may  be  noted  that  cars  are  frequently  set  for  unloading  at  various 
other  points  not  in  the  team  yards  above  mentioned. 

LOS  ANGELES  UNION  TERMINAL  COMPANY 

The  Los  Angeles  Terminal  Company  has  recently  completed  a  large 
part  of  its  proposed  terminal  facilities  between  Seventh  and  Eighth  Streets 
and  along  Central  Avenue.  The  opening  took  place  about  May,  1918.  This 
recent  develop^ment  houses  practically  all  of  the  produce  business  in  Los 
Angeles.  In  addition,  warehouses  are  leased,  principally  for  wholesale 
groceries  and  allied  trades.  Fig.  157  (see  page  428)  shows  the  location 
and  extent  of  the  buildings  and,  also,  in  solid  lines,  those  already  built. 


•  c 


.1     S 

r   4) 


Present    Imjijiwit    'ruAiric    and    I-"acii.ities 


4.?5 


I 


SSSft 


'W'  rf  PHI 

li!  IS'  SIT 


lu   !!!!  Iin  !!!!!!!!!_^     ??      Uirrnu\ 


FK;.     KiS.       «  AHKIKIl  SKS      \M)     CAItS — l,OS     A  NtiKI.KS     IM«).\     TKIOI  I.V  A  I, 

'I'his  view  shows  the  ctnu-rete  warehniisi-s  and  mamifactiii  ini^'  hujUlint^s  and  the 
freight  cars  on  tracks  along  Buildings  [^-1  and  R-L'  (See  Kig.  1S7).  The  Pacific  Klectric 
is  tlie  only   road   serving  this  terminal. 


The  pro])erty  was  acquired  larg^ely  from  the  Pacific  Electric  Railway 
Company  and  this  road  is  financially  interested  in  the  project.  It  is  the 
only  road  having  direct  track  coniiecticms. 


CHAPTER  XVI. 

OUTLINE 
Relation  to  Terminal   rroh'.em 
Industry  Spurs 
Types  of  Spur  Tracks 
The  Herringbone  System  of  Spur  Tracks 
Recommendations  Relative  to  Industry  Tracks 


CHAPTER  XVI 
INDUSTRIAL  SPUR  TRACKS— PLAN  AND  SERVICR 

RELATION  TO  TERMINAL  PROBLEM 

In  the  terminal  prol)lem,  spnr  tracks  are  important  in  their  rehition  tn 
grade  crossings  and  in  relation  to  the  receipt  and  the  delivery  of  carload 
freight.  The  elimination  of  such  tracks  or  plans  for  their  relocation  can  be 
considered  only  after  a  study  of  the  business  conditions  surroundint,^  their 
location  and  use  has  been  made. 

Before  taking  up  any  suggested  or  other  plans  for  the  spur  track  sys- 
tem, it  is  essential  to  know  the  extent  of  this  business,  the  number  of  in- 
dustries and  tracks,  the  extent  of  the  trackage  and  the  number  of  cars 
which  it  is  possible  to  set  on  these  tracks. 

INDUSTRIAL  TRACKAGE   AND   CAR   CAPACITY    LOS   ANGELES 

SWITCHING  LIMITS,  1918 

Number  of  Apprx.  No.  Miles  of  Car 

Road                                         Industries  of  Tracks  Track  Capacity 

Southern   Pacific    340                 166                 2.S.61  1.626 

Santa   Fe    371                 169                26.37  1,741 

Salt  Lake  109                  47                  7.92  657 

Total  Steam   Roads   820  382  59.90  4,024 

Pacific   Electric    25  ...  ....  .... 

Grand    Total     845 

(Industries  on  Southern  Pacific  east  of  Alhaiiibra  Shops  and  on  Santa  Monica 
.'\ir   Line  are  not   included.) 

These  figures  change  almost  every  day  and  for  this  reason  only  approx- 
imate figures  can  be  given.  Attention  is  drawn  to  the  fact  that  60  miles 
of  track  is  ref|uired  and  that  over  800  industries  are  served.  This  is  indi- 
catixe  of  the  atnoinit  of  capital  invested  in  this  phase  of  transportation  in 
Los  Angeles  and  its  commercial  imimrtance. 

We  are  more  concerned,  however,  with  the  congested  industrial  district 
between  Alhanibra  .\venue  and  Rutte  Street  because  of  street  and  railroad 
trafTic  conditions  and  the  large  percentage  of  the  shipping.  Of  the  820 
industries  above,  43.^  are  located  in  this  district.  To  these,  in  l''l".  there 
were  set  48.600  loaded  freight  cars,  or  70  per  cent  of  the  total  number  set 
on  industrial  tracks.  In  addition,  20.600  empty  cars  were  set  for  loading, 
a  total  of  69.200  per  year,  or  an  average  of  2.50  cars  jier  working  day  (300 
days  in  a  year),  or  1  every  6  minutes.  Eighteen  of  the  2?  industries  on 
Pacific  Electric  tracks  are  also  between  Seventh  and  Rutte  Streets.  To 
these  are  set  about  1,500  cars  per  annum.     More  detailed  figures  follow: 


438  r.os    Angeles    Terminal    Investigation 

INDUSTRIES,  SPUR  TRACKS  AND  TRAFFIC  INDUSTRIAL  DISTRICT 

LOS  ANGELES— YEAR  1917— STEAM  CARRIERS  ONLY 

Section                           Number  of            Approx.  Number  of 

Street  Limits                           Active            Number  of  Cars  Set 

From                            To               Industries            Tracks  (Empty  Incl.) 

College-Main             AIpine-Alliamlira  ..        t9                         6  3,878 

Alpine-Alliambra     Macy  6                         9  9,089 

Macv                          Aliso  17                      12  1,057 

Aliso                           First    33                     29  8,974 

First                             Fourth    *105                       32  13,519 

Fourth                        Sixth   34                      19  3,413 

Sixth                            Seventh    101                        22  11,223 

Seventh                      Eighth    89                      22  7.33A 

Eighth                        Ninth    17                      11  1,800 

Ninth                          Butte  44                      27  8,923 

Totals    455                     189  69.210 

Total,   Southern   Pacific   &  Salt   Lake.      234                       77  23.903 

Total,  Santa  Fe   221                    112  45,307 

Total,   Loaded  Cars   for   Unloading...  48,569 
Total  Additional  Empty  Cars  for  Load- 
ing      20,641 

JOmits  Southern  Pacific  Spurs  in  Alhambra  Avenue. 

♦Excluding  Los  Angeles  Ice  and  Cold  Storage  Company  at  Seventh   Street 
and  River. 


INDUSTRY  SPURS 


The  naiiie  ''Industry  Spur"  as  usually  understood  means  a  spur  track 
alongside  the  warehouse  or  business  establishment  of  some  shipper  or  lo- 
cated in  part  of  his  property,  to  which  he  has  practically  exclusive  use.  Cars 
are  unloaded  at  his  i)lace  of  business  and  draying  is  obviated.  This  is,  per- 
haps, the  most  important  feature  from  the  shippers'  standpoint  for,  if  the 
cost  of  obtaining-  this  facility  has  not  been  excessive,  all  draying  charges 
or  equivalents  are  done  away  with.  There  is  also  less  handling,  and  this 
is  of  importance  with  certain  classes  of  freight. 

These  tracks  are  commonly  built  under  an  "Industry  Track  Agree- 
ment," of  which  there  are  two  general  forms: 

1.  Tlie   industry  pays   for   all   labor  and  perishable   material    (ties)    and   the 

carrier  pays  for  the  balance  and  bears  the  cost  of  maintenance. 

2.  The  industry  pays  for  both  the  labor  and  tiiaterial.  where  the  track  is  on 

its  property,  and  the  carrier  assumes  the   cost  of  the  balance.     Main- 
tenaiice  costs  are  paid  by  the  owners  of  such  portions. 

There  are  various  ramifications  of  these  two  general  propositions,  de- 
pendent, as  much  as  any  other  one  thing,  upon  the  business  the  carrier 
expects  or  ultimately  receives  from  the  industry.  These  tracks  are  located 
in  the  streets  as  well  as  being  located  in  part  on  private  property.     The  lat- 


r 


> 


J^ 


T 

9 

■4MaMdMi^iB«M^B-«HrffaM«w'^k»»-«*Jhki^i'*^*A« 


REGIONAL  DISTRIBUTION    OF    FREIGHT   CARS 
SET    ON    INDUSTRY  TRACKS 

,ANO 

INTERCHANGE     OF     FREIGHT    CARS 
LOS  ANGELES.     YEAR    1917. 

^H  FIGURES    INCUUDE    LOADED   AND   EMPTV  CARS. 

LETTERS  AND  FIGURES   IN  SQUARES  REFER  TO  INTERCHANGE 

S.P.  -  SOUTHERN    PACIFIC 

S.F.  -  SANTA    FE 

S.  L  -  SALT    LAKE 

P    E  -  PACIFIC  ELECTRIC 


LEGEND 

SCUTWIVI  PtCltK.  CO    - 

SSHFftiS~"    - 


_      CASE     970 

r     UUNEI919    NO.  11-19 


c 


440 


Los    Angeles    Terminal    Investic.ation 


ter  is  the  usual  case,  however,  in  Los  Angeles  where,  in  the  industrial  dis- 
trict, the  spur  track  privilege  has  a  considerable  effect  on  the  value  of  land. 
In  fact,  the  County  Assessor's  office  recognizes  this  feature  in  making 
assessments  for  taxes. 

TYPES  OF  SPUR  TRACKS 

These  tracks  are  built  to  serve  industries  in  different  ways.  Some  are 
objectionable  and  should  not  lie  sanctioned,  \vhile  others,  ha\-ing  the  same 
characteristics  but  differently  located,  canncit  be  regarded  as  objectionable. 
Still  others  have  evidently  been  designed  to  accord,  as  far  as  possible,  with 
the  best  practice  of  the  time.  It  will  be  well  to  review  the  general  methods 
in  which  these  spurs  are  cc.mstructed  in  order  to  understand  clearly  the  con- 
ditions which  surround  anv  plans  fur  proposed  changes. 


FIG.   168.      INDUSTRY    SPUR    I!V   ARCADE 

This  view  sliows  an  industry  track  constructed  in  an  Arcade,  under  one  side  nf  a 
wareliouse,  leaving  tlie  sidewalk  free  for  pedestrians.  A  freight  train  in  .\lameda  Street 
is  at  the  right. 


Location  of  a  spur  track  in  an  arcade  leaves  the  sidewalk  free  for  its 
normal  purpose  and  does  not  block  the  street.  This  type  of  spur  must  be 
designed  for  a  building  at  the  time  of  its  construction.  The  track  is  not 
susceptible  to  being  changed,  cxcejit  at  the  expense  of  altering  the  luiilding 
and,  in  the  case  shown  by  the  photograph  above,  this  would  be  prohibitive 
in  cost  to  the  owners.    This  type  of  spur  is  limited  to  one  or  two. 


Industrial    Si'ur    Tracks— Plan    and    Service 


441 


FIG.   lOU.      SAXTA   FK   AI.LUV.    MOAIl    MOLKT    STUKKT 

On  the  left  it  will  be  noted  that  the  buil<lin«  is  constructed  so  that  a  track  i-i 
located  in  such  a  way  that  cars  may  run  alongside  the  loading  platform  while  the 
upper  stones  of  the  building  are  not  interfered  with.  The  track  on  the  right  in  tlie 
main  lead  in  Santa  Fe  Alley  and  is  owned  Jointly  by  the  Southern  Pacific  and  the  Salt 
J^iiike. 


■IG. 


70. 


Sin  H    THAtIv    I'LAtnil    liKIII.Ml    MI»i;«ALK 


This  view  shows  one  method  of  serving  a  warehouse  with  a  spur  track.  By  placlnsr 
the  track  behind  the  sidewalik,  no  street  traffic  whatever  Is  Interfered  with.  Passenger 
train  in  Alameda  Street  appears  at  the  left. 


442 


Los    Angeles    Terminal    Investigation 


rUi.    171.       \\  VKEHOVSE    «'ITH    SPVR    TRACK    INSIDE 

With    this    arrangement,    the    spur    track    turns    from    the    main    tracks    in    the    street 
and  enters  the  warehouse  at  an  angle. 


FIG.    1T2.      SPIR    TRACK    OX    ALAMEDA    STREET    >E  VR    FIRST    STREET 

There  is  not  sufficient  room  for  a  vehicle  between  cars  on  the  spur  track  anti  a 
train  on  the  nearer  main  line  track.  Spur  tracks  in  such  location.^  on  important  thor- 
oughfares should  not  be  permitted.  Note  also  the  elevated  sidewalk  used  for  unloading 
platform. 


Industrial    Spur    Tracks— I'i.ax    and   Service 


443 


FIG.    173.      SIDEWALK    rSED    FOIl    VNLOADING    PLATFORM 

This  view,  taken  in  Banning  .Street,  sliows  liow  tlie  sidewalk  lias  been  elevated  to 
approximately  tlie  level  of  tlie  car  floor  and  used  as  an  unloading  platform.  It  also 
shows  that  the  car  is  standing  in  the  street.  This  practice  in  unimportant  streets  does 
not  appear  to  be  particularjv  objectionable. 


The  spur  track  may  he  placed  behind  the  sidewalk  and  the  car  frontage 
also  used  for  team  frontag^e.  This  is  an  excellent  arrantjement  under  some 
conditions,  particularly  when  the  cost  of  the  land  is  not  e.xcessive  for  this 
use.  Night  switchiiifj  is  usually  preferable  to  industries  so  located,  so  that 
switching  will  not  interfere  with  teaming.  This  form  of  construction  is  also, 
in  general,  ditticult  to  change  to  correspond  to  new  switching  leads.  There 
are  but  few  of  this  tyjie  of  s])ur  tracks  in  I.os  .\ngeles. 

A  few-  Los  Angeles  spur  tracks  turn  off  the  lead  tracks  in  the  street 
and  enter  the  shippers'  warehouses  on  a  curve.  This  arrangement  is  usually 
difficult  of  changing  to  another  system  of  leads  as  it  is  dependent  upon  the 
track  longitudinally  in  the  street.  There  are  many  examples  of  this  gen- 
eral type. 


There  are  one  or  two  spur  tracks  in  the  streets  where  freight  is  un- 
loaded on  the  sidewalk,  which  is  elevated.  This  has  few  objectionable  fea- 
tures on  a  sidewalk  but  should  not  be  tolerated  on  important  streets  such  as 
Alameda  Street.  Neither  should  such  construction  be  allowed  where  there 
is  not  room  for  a  vehicle  to  pass  between  a  car  on  the  sjjur  and  a  train  on 
the  main  tracks.  The  general  plan,  having  the  future  in  mind,  is  not  a  good 
one  since  it  demands  tracks  longitudinally  on  streets. 


444 


Los    Angeles    Terminal    Investigation 


FIG.  17-1.      FREIGHT  CARS  IN   COMMERll\l,   STREET 

These  cars  stand  on  tracks  locatfd  on  one  side  of  the  street  and  are  usually  "unloaded 
in  the  warehouse  by  means  of  hang-planks  across  the  sidewalk.  Note  that  there  is  no 
switching  lead  in  this  street  and  that  to  move  any  car  it  is  necessary  to  disturb  all  of  the 
cars  beliind  it. 

There  are  many  instances  where  there  is  a  spur  track  along  the  side- 
walk, and  gangplanks  are  placed  across  the  sidewalk  for  unloading  the  cars. 
In  some  localities,  this  is  objectionable;  in  others,  the  practice  may  be 
tolerated. 

By  far  the  largest  class  of  spurs  are  those  located  upon  private  or  car- 
rier property  or  located  alongside  of  warehouse  or  shipping  platform  within 
a  city  block.  These  spurs  would  require  no  change  to  improve  grade  cross- 
ing conditions,  but  practically  all  groups  would  need  alteration  because  of  a 
different  approach.  As  at  present  these  main  leads  turn  ofif  a  track  longi- 
tudinally in  a  street,  they  are  difficult  to  change  on  account  of  the  vast 
amount  of  work  necessitated  by  the  elimination  of  the  main  tracks  in  the 
street. 


THE  HERRINGBONE  SYSTEM  OF  SPUR  TRACKS 

This  system,  which  was  referred  to  many  times  at  the  hearings  before 
the  Commission,  was  first  mentioned  by  Mr.  Samuel  Storrow,  a  witness  for 
the  Central  Development  Association,  in  his  testimony,  from  which  the  fol- 
lowing quotation  is  taken  : 

'  A.     Our  project   does   not   inchule   the   removal   of  any   industries    from 
Alameda   Street. 

"Q.     Then   will  yoti   kindly   state   what   you   mean   by   the   ultimate,   if   it 
isn't  intended   to   remove   those   industries? 


Industkiai.    Spiu    Tracks — 1'i.an    and   Skk\ ice  445 

"A.  The  proposal  is  that  all  the  tracks  on  Alameda  Street — by  that  we 
mean  tracks  that  run  longitudinally  on  the  streets — not  the  cross  tracks  but 
all  tracks  which  now  run  longitudinally  on  Alameda  Street — shall  be  taken 
up  from  the  south  city  limits  to  the  north  end  of  Alameda  Street. 

"Q.  Then  how  will  the  industries  located  upon  Alameda  at  the  present 
time  be  served? 

"A.  The  suggestion  is  that,  pending  that  removal,  which,  of  course, 
would  take  time,  because  this  thing  has  to  go  on  somewhat  slowly,  it  is  a 
very  large  joli. — during  that  time  a  system  of  freight  tracks  would  be  built 
out  in  a  herring-bone  fashion  from  the  river  bank,  roughly  speaking,  perpen- 
dicular to  the  river  l>ank,  and  that  those  tracks  should  be  so  arranged,  adjust- 
ed, located  and  planned  that  they  would  reach  not  only  every  industry  now 
on  Alanieda  Street,  or  west  of  it,  but  many  others  which  we  hope  will  come. 
I  admit  it  is  an  intricate  problem  which  we  are  handing  to  the  Railroad 
Commission.  We  have  confidence  in  the  Railroad  Commission  and  its  en- 
gineers." (trans,  p.  373) 

The  "herringbone"  system  in  I.os  Angeles  has  come  to  mean  a  system 
of  industrial  tracks  turning  In  the  west  from  the  Santa  Fe  tracks  along  the 
river  and  running  east  and  west  on  jirivate  rights  of  way  between  the  ])rin- 
cipal  east  and  west  streets.  P'rom  these  main  industrial  tracks  other  and 
shorter  tracks  would  be  built  within  the  city  blocks  to  reach  various  indus- 
tries. Under  this  system  tiie  east  and  west  streets  would  be  free  from 
grade  crossings,  but  the  number  of  crossings  on  the  north  anil  south  streets 
would  be  increased. 

Another  fiuidamental  point  in  the  "herringbone"  plan,  as  noted  by  Mr. 
Storrow,  is  the  proposal  that  all  the  tracks  on  Alameda  Street  should  ulti- 
mately be  taken  up  from  the  south  city  limits  to  the  north  end  of  the  street. 
It  was  suggested  to  Mr.  Storrow  that  the  "herringbone"  system  would  not 
reduce  the  number  of  crossings  and,  while  he  appears  to  have  adinitted  this 
point,  he  contended  that  the  advantage  lay  in  the  fact  that  the  danger  and 
delay  to  vehicular  traffic  would  be  materially  less  because  these  "herring- 
bone" tracks,  serving  only  a  few  industries,  would  not  be  used  by  the  long 
trains  which  now  operate  along  .Alameda  Street.  That  is,  the  traffic  be- 
tween the  freight  yards  in  the  northern  part  of  the  city  and  the  industries 
in  the  southern  part  would  be  hauled  along  the  river  instead  of  along  Ala- 
meda Street  and,  so  the  witness  stated,  the  traffic  on  the  "herringbone" 
tracks  would  be  only  one  or  two  car  trains,  under  better  control  than  the 
longer  trains;  and  the  danger  and  delay  to  the  public  would  be  correspond- 
ingly decreased. 

There  are,  at  present,  tew  inilustria!  tracks  which  cross  the  east  and 
west  streets.  The  Santa  Fe  yMley  line  crosses  many  streets,  but  Ninth 
Street  and  Twentv-si.\th  Street  are  the  only  ones  of  any  importance  because 
of  present  trafiic  conditions.  The  Santa  Fe  crosses  Sixth  Street  near  Mill 
Street  and  Third  Street  near  Santa  Fe  Avenue,  but  neither  is  now  of  great 
importance.     The   Southern    Pacific   crosses   Second   Street   near   San   Pedro 


446  Los    AxVGELES    Terminal    Iwestigatiox 

Street,  which  is  a  rather  busy  street.  The  principal  east  and  west  streets 
are,  then,  now  not  crossed  to  any  appreciable  extent,  except  by  Alameda 
Street. 

A  study  of  the  trackage  (Fig.  179  un  page  481)  will  show  that  the  present 
industrial  tracks  are,  to  a  large  extent,  already  built  along  the  "herringbone" 
plan,  the  most  important  exception  being  the  Southern  Pacific  spurs  off  Ala- 
meda Street.  But  here  the  departure  frcim  the  "herringbone"  plan  is  the  result 
of  the  tracks  in  Alameda  Street.  Another  exception  is  the  fact  that  many 
of  the  tracks  are  in  the  streets  instead  of  on  private  rights  of  way. 

RECOMMENDATIONS  RELATIVE  TO  INDUSTRY  TRACKS 

The  report  of  Messrs.  Hamlin,  Howell  and  Storrow,  referred  to  before, 
contained  the  following  recommendations  with  respect  to  the  spur  tracks: 

"1st:  All  grade  crossings  other  than  those  of  industrial  spurs  must  be 
removed; 

"2nd:  No  industrial  track  permits  should  hereafter  be  granted  for  the  use  of 
the  streets  at  grade  longitudinal])': 

3rd:  All  tracks  now  longitudinally  within  any  streets,  to  be  confined  to 
use  for  industrial  purposes  only,  and  finally  removed  as  soon  as  access 
to  the  industries  served  can  be  obtained  otherwise. 

"4th:  That  eventually  all  spur  tracks  shall  herring-bone  out  east  and  west 
from  leads  along  the  river  bank,  and  these  leads  and  all  other  trackage 
throughout  the  city  be  for  joint  use  by  all  railroads; 

"Note:  A  1,  2,  3,  includes  Alameda  Street,  which  should  be  handled  in  the 
following  manner: 

"1st    Step:      Eliminate    through-freight    and    restrict    the    use    of    these 
tracks   to   passenger   service   and   local   car   deliveries   and    removals. 
"2nd  Step:     Eliminate  passenger  service. 
"3rd  Step:     Finally  remove  tracks  altogether. 

"5th:  These  requirements,  of  course,  are  susceptible  to  but  one  interpreta- 
tion, namely:  that  the  elimination  of  grade  crossings  for  other  than 
industrial  deliveries  and  the  maintenance  of  the  minimum  number  of  such 
^rade  crossings,  with  joint  use  of  trackage,  means  a  Union  Terminal  for 
Los  Angeles,  both  passenger  and  freight,  and  it  is  only  on  this  basis  that 
the  congestion  and  danger  of  railroad  crossings  can  be  avoided  and  mini- 
mized, and  the  best  interests  of  the  city  at  large  and  the  railroads  them- 
selves can  be  conserved." 

1  he  intlustrial  district  is  so  nearly  level  as  to  make  impossible  any 
improvement  in  conditions  by  any  separation  of  grades  and  the  question  re- 
solves itself  into  how  to  plan  for  the  least  number  of  tracks  and  least  trafiic. 

The  construction  of  team  tracks  along  the  east  side  of  Alameda  Street 
would  have  a  tendency  to  reduce  the  number  of  industrial  tracks,  for  a 
shipper  would  forego,  in  many  instances,  the  costly  luxury  of  his  own  spur 
and  use  a  convenient  team  track.  This,  however,  would  not  offer  sufficient 
relief. 


IxmSIKIAt.      Si'LK       I'rACKS — I'l  AN      ANT)     S|:K\  ICK  447 

We  have  given  cunsiderable  study  to  the  problem  of  general  rearrange- 
ment of  spur  tracks  and  have  come  to  the  following  fundamental  conclusions: 

(1)  The  lar^e  investment  in  buildings,  tracks  and  commercial  business 
connected  with  spur  tracks,  and  the  present  large  amount  of  spur  trackage 
make  it  inexpedient  to  make  any  radical  change  in  spur  track  locations  at 
this  time   or   in   the   near   future. 

(2)  The  shippers  have  reason  to  be  satisfied  with  present  conditions, 
which  should  be  interfered  with  as  little  as  possible.  This  is  discussed  in 
greater  detail  in  the  next  chapter. 

We  agree  with  the  Three  Engineers'  Report  in  the  general  propositions 
that: 

"(1)  All  grade  crossings  other  than  those  of  industrial  spurs  must  be 
removed. 

"(2)  No  industrial  track  permits  should  hereafter  be  granted  for  the 
use  of  the  streets  at  grade  longitudinally. 

"(3)  All  tracks  now  longitudinally  within  any  streets  should  be  con- 
fined to  use  for  industrial  purposes  only  and  should  finally  be  removed  as 
soon  as  access  to  the  indu.stries  served  can  be  obtained  otherwise." 

\\  ith  the  fourth  recommendation  we  can  concur  only  in  part.  This 
recommendation   was   that: 

"Eventually  all  spur  tracks  shall  herring-bone  out  east  and  west  from 
leads  along  the  river  bank  and  these  leads  and  all  other  trackage  throughout 
the  city  shall  be  for  joint  use  by  all  railroads." 

The  general  proposition  that  all  spur  tracks  herring-bone  out  east  and 
west  from  leads  along  the  river  is  the  best  solution  of  the  problem,  but  we 
would  add  that  it  is  l^etter  to  cross  an  unimptirtant  east  and  west  street  than 
an  important  north  and  south  street,  such  as  .\lameda  Street  or  Santa  Fe 
Avenue.     We  would  modify  this  recommendation  to  that  extent. 

The  question  of  joint  use  of  all  trackage  throughout  the  city  by  all 
railroads  is  very  broad.  The  principle  of  joint  use  is  sound  and  we  are  not 
here  concerned  with  the  matter  of  property  rights  and  exclusive  benefits  to 
owners.  We  are  concerned,  however,  with  the  reduction  of  the  railroad 
traffic  in  and  across  city  streets  to  the  absolute  minimum  in  order  to  im- 
prove, as  far  as  possible,  the  grade  crossing  situation.  And  when  unre- 
stricted joint  use  leads  to  an  aggravation  of  direct  and  indirect  crossing 
evils,  it  must  be  condemned. 

In  the  chapter  devoted  to  the  Alameda  Street  grade  crossings,  we  have 
taken  up  the  diversion  of  freight  switching  by  rerouting  and  have  called 
attention  to  the  fact  that  at  present  any  car  hauled  into  I-Xjs  Angeles  over 
any  road  may  be  set  on  an  industry  track  of  any  other  road  without  charge. 
.Bearing  this  in  mind,  and  taking  cognizance  of  the  large  amount  of  capital 
invested  in  land,  buildings  and  business  largely  dependent  upon  spur  track 
facilities  and  track  mileage  involved,  we  make  the  following  recommenda- 
tions for  iminediate  improvement : 


448  I.os    Angeles    Tickmixat.    lNVESTTt:;.ATioN 

A. — Duplication  of  Switching  Service  to  Industrial  Spurs  should  be  Dis- 
continued. 

Such   discontinuance  was  put   into  effect  as  a  war  measure  and  should 
be   retained   and   made   more   rigid.     This   will    reduce   the   number   of   train 
movements  and  will   benefit  both  the  pulilic  and  the  railroads. 
B. — Santa  Fe  Alley  Spur  should  be  Removed  North  of  Butte  Street. 

This  spur,  which  is  over  a  mile  long,  is  owned  jointly  l)y  the  Southern 
Pacific  and  the  Salt  Lake,  e.xcejit  for  about  3.^0  feet  near  Ilay  Street,  where 
the  Santa  Fe  owns  50  per  cent  and  the  other  two  roads  25  per  cent  each. 
It  was  built  al)out  1907,  apparently  to  cut  oft'  the  Santa  Fe  from  extending 
its  spurs  to  the  west,  and,  if  such  was  the  case,  with  tiie  present  free  switch- 
ing, it  has  outgrown  the  competitive  conditions  under  which  it  was  built. 
.Santa  Fe  Alley  is  but  15  feet  wide,  allowing  only  standard  clearance  if  there 
are  no  projections  into  the  alley.  There  are  such  projections  (poles,  for 
example),  and  at  present  the  clearance  is  impaired  in  several  cases.  If  the 
spur  is  continued  in  use,  it  will,  in  time,  become  too  long  to  switch.  For 
the  present,  the  portion  north  of  Bay  Street  could  remain  until  some  other 
way  is  found  to  serve  three  large  industries  at  Atlantic  Street.  To  take 
care  of  the  other  industries  served  by  this  track  in  Santa  Fe  Alley,  in  four 
or  five  cases  spurs  from  the  Santa  Fe  tracks  can  be  built  in  accordance  with 
the  general  scheme  of  east  and  west  spurs.  In  several  other  cases  the 
Santa  Fe  spurs  now  serve  the  industries.  For  the  remainder,  the  industries 
do  not  appear  to  be  sufficiently  heavy  shippers  to  justify  the  retention  of 
the  spur  to  serve  them. 

C. — Macy  Street  Transfer  should  be  Removed 

If  the  rerouting  of  Southern  Pacific-Pacific  Electric  transfer  cars  is 
accomplished,  this  will  no  longer  be  necessary.  At  present,  the  right  of  way 
is  but  14  feet  wide — too  narrow  to  allow  standard  side  clearance  for  cars. 

D. — The  Southern  Pacific  Spur  Track  in  Alameda  Street  on  the  West  Side 
of  the  Main  Line  Tracks  from  First  to  Jackson  Streets  should  be 
Moved  or  Removed. 

With  a  freight  car  standing  on  this  track  there  is  not  room  for  a  vehicle 
to  pass  between  it  and  a  train  on  the  main  line  tracks.  We  are  advised  that 
this  has  been  the  cause  of  several  accidents  and  the  condition  is  too  dan- 
gerous to  continue. 

For  future  plans,  we  concur,  as  stated,  with  the  greater  portion  of  the 
recommendations  of  Messrs.  Hamlin,  Howell  and  Storrow. 


CHAPTER  XVII. 

OUTLINE 

Present  Condiitons  Generally  Satisfactory 

Effect  of  Elimination  of  Grade  Crossings  Adjacent  to  the  Los  Angeles 

River 
Effect  of  Establishment  of  Union  Passenger  Terminal 
Union  Passenger  Terminal  at  the  Plaza 
Union  Passenger  Terminal  at  the  Santa  Fe  Site 
Union  Passenger  Terminal  at  the  Southern  Pacific  Site 

Establishment  of  Union  Less-Than-Carload  Freight  Station 

Branch  Freight  Stations  Not  Recommended 

Union  Freight  Station  with  Union  Passenger  Station  at  the  Plaza 

Union  Freight  Station  with  Union  Passenger  Station  at  Southern  Pacific 
Site 

Union  Freight  Station  at  Santa  Fe  Site 

Union  Freight  Station  Not  Recommended,  \\'ith  Union  Passenger  Sta- 
tion at  Santa  Fe  Site 

Pairing  of  Southern  Pacific  and  Salt  Lake  Tracks  Between  Los  Angeles  and 
Colton 


CHAPTER  X\II 
PROPOSED  l.Ml'RO\EMENT  IX  FRF.Kill  T  HANDLING 

PRESENT  CONDITION  GENERALLY  SATISFACTORY 

It  has  been  noted  that  the  present  conditions  surrounding  the  handling 
of  freight  in  Los  Angeles  are  generally  satisfactory  to  shippers.  This  fact 
was  brought  out  in  the  testimony  before  the  Commission  of  Mr.  F.  P. 
Gregson,  the  representative  of  the  Associated  Jobbers  of  Los  Angeles, 
representing,  as  he  stated,  approximately  75  per  cent  of  the  shippers.  Mr. 
Gregson  was  practically  the  only  witness  who  touched  upon  this  subject 
from  the  shippers'  side. 

It  will  be  well  to  quote  some  of  his  testimony   since  it  deals  with  one 

of  the  most  important  suljjects  of  this  report: 

"....In  receiving  of  cars  we  have  possibly  an  ideal  condition  and  we 
have  also  an  idea!  situation.  I  know  of  no  other  city  so  ideally  situated  as 
Los  Angeles,  from  a  track  situation.  First  you  must  understand  that  all 
transcontinental  roads  today  have  absolute  access,  unrestricted  and  untram- 
meled  access  to  each  other's  side  tracks.  That  is,  a  merchant  located  upon 
the  Southern  Pacific  tracks  upon  Alameda,  and  I  might  say  that  when  I  say 
.\lameda  Street  I  refer  to  Central  .Avenue  and  San  Pedro  Street — no  refer- 
ence is  made  to  those  streets  in  the  fish  bone,  or  near  it — simply  to  Ala- 
meda. Now,  if  the  Santa  Fe  transports  a  car  from  Chicago  consigned  to  a 
merchant  on  the  Southern  Pacific  road  at  Los  .Angeles,  that  merchant  has 
this  car  delivered  to  him  upon  the  Southern  Pacific  tracks  under  the  same 
conditions  as  he  would  if  it  was  located  on  the  Santa  Fe,  and  that  obtains 
also  with  the  Southern  Pacific  and  the  Salt  Lake,  as  well  as  the  Santa  Fe." — 
(Trans,  p.  419) 

"Commissioner  Gordon:  .■\re  you  opposed  to  any  change  of  traffic  con- 
ditions in  Los  .-Kngeles,  so  far  as  the  freight  end  of  it  is  concerned? 

"A.     Freight  end  is  concerned? 

"Commissioner  Gordon:     Do  you  want  everything  left  as  it  is  now? 

"A.     Xo.  we  don't — 

"Commissioner  Thelen:  .Mr.  Gregson.  you  want  some  more  tracks  do 
you,  for  freight? 

"A.  Yes,  we  would  like  to  ask  Mr.  Sachse  to  take  into  consideration 
the  suggestions  to  be  made,  always  looking  toward  the  economic  handling  of 
freight  tf>  the  city,  to  the  depots,  and  the  interchange  that  we  now  have." — 
(trans,  p.  423 1 

" 1  want  this  Commission  to  understand  our  commercial  proposi- 
tion, that  we  don't  want  to  be  squeezed  on  .Alameda  Street  between  any 
two  rival  real  estate  propositions  or  between  any  two  institutions  in  Los 
Angeles.  We  want  a  free  and  untrammeled  right,  as  we  have  now,  and  we 
don't  want  the  situation  disturbed,  only  to  make  it  better  for  us  by  the  elim- 
ination of  the  trains  on  .-\lameda  Street." — (trans,  p.  424) 
With  iiarticular  reference  to  Alameda  Street  Mr.  Gregson  said  further: 

"Along  .\lameda  Street  we  have  large  jobbing  houses  and  manufacturers 
immediately  located  upon  the  street,  and  others  served  from  ,Mameda  Street 
upon   laterals   both   east   and   west.     Vou   might   say   that   .Alameda   Street   is 


fHE  JOHN  RANDOLPH  HAYNES  AND 

DORA  HAYNES  FOUNDATION 

LIBRARY 

LOS  ANGELES,     -  -    CALIFORNIA 


452  Los    Angeles    Terminal    Investigation- 

the  very  heart  artery  of  the  industrial  section  of  Los  Angeles.  Now,  the  in- 
dustrial section,  briefly  speaking,  of  Los  Angeles  is  east  of  Los  Angeles 
Street,  inclusive  of  that  street,  and  west  of  the  bluff,  what  is  known  as  the 
Boyle  Heights  Bluft.  There  wc  are  confined  within  that  district— I  am  not 
speaking  altogether  of  a  jobbing  proposition,  but  as  to  industries  of  certain 
kinds — we  are  forbidden  to  go  beyond  those  lines  and  the  history  of  the  job- 
bing center  and  jobbing  street  of  Los  Angeles  is  briefly  this:  In  the  early 
days  we  were  located  upon  what  is  known  as  Los  Angeles  Street.  Los  An- 
geles Street  served  our  purpose  for  years  and  years,  but  we  were  practically 
driven  off  of  Los  Angeles  Street  on  account  of  the  congestion  created  by 
the  advent  of  the  Pacific  Electric  from  Aliso  Street  travelling  up  Los  Angeles 
Street.  When  that  railroad  appeared  upon  Los  Angeles  Street,  when  we 
would  back  up  our  trucks  to  our  door  and  we  had  only  one  way  to  get  our 
freight  out,  and  that  was  through  the  front  entrance  of  the  door,  and  we  were 
rather  crudely  erected  in  those  days.  That  created  a  congestion  there  that 
was  unbearable.  We  then  set  up  a  more  economic  handling  of  our  business 
and  we  went  to  Alameda  Street,  thinking  we  were  fully  protected  by  the 
ordinances  that  had  been  passed  by  the  city.  We  have  constructed  on  Ala- 
meda Street,  at  a  cost  of  millions  of  dollars,  large  houses,  concrete  houses, 
and  we  have  now  constructed  them  with  a  number  of  objects,  first,  the  object 
of  relieving  the  congestion  upon  the  streets,  that  is  to  say,  that  we  may  load 
and  unload  our  teams  from  some  point  not  upon  the  street  as  we  did  upon 
Los  Angeles  Street,  so  a  great  many  of  our  houses  now  have  provided  them- 
selves with  arcades  and  sidings,  places  where  the  teams  back  in  and  load 
without  any  obstruction  upon  the  street,  leaving  the  street  entirely  clear  to 
the  pedestrians  and  railroads.  As  far  as  side  tracks  are  concerned,  we  have — 
we  are  doing  that  today  and  have  been  for  some  time — have  our  tracks  upon 
private  property  and  in  an  arcade  or  within  an  arcade.  So  there  we  have 
our  business  located  so  that  we  are  not  a  nuisance  and  so  that  we  don't  in- 
trude upon  anybody. 

"While  Mr.  Storrow  and  Mr.  Howell  have  pointed  out  to  you  possible 
nuisances  and  the  necessity  of  reconstruction  of  railroads,  they  have  left  out 
a  most  important  part  that  goes  with  a  reconstruction,  and  that  is  relief  of 
the  congestion  upon  the  streets  of  Los  Angeles,  and  the  best  manner  of  hand- 
ling that  business  from  your  wholesale  houses  and  your  retail  houses.  Upon 
Alameda  Street  you  will  see  it  is  a  very  important  artery.  We  can  reach  out 
in  all  directions  from  the  wholesale  houses  and  from  the  manufacturing 
places  with  our  auto  trucks  going  upon  the  streets  that  are  not  constructed 
in   the  jobbing  district,  utilizing   convenient   points   in   the   city  and   making 

economical   deliveries   to   consignees Now,   in    the 

early  days,  we  might  say  in  less  than  half  a  decade,  the  wholesale  jobbing 
business,  or  60  per  cent  of  it,  was  located  north  of  First  Street,  upon  First 
and  north  of  First  Street.  Now.  that  situation  has  been  entirely  reversed. 
It  IS  upon  First  and  going  south.  So  you  see  that  Alameda  Street  is  an 
extremely  important  street  to  us.  Now,  we  contend  this,  that  either  plan, 
may  it  be  the  north  or  the  south  end,  that  as  one  of  its  objects  it  must  have 
the  elimination  of  the  train  service  upon  that  street,  will  satisfy  every- 
body who  are  now  complaining,  and  for  this  reason:  We  are  perfectly 
willing  to  submit  to  our  delivery  upon  the  street  either  at  night  or  any  hours 
the  Commission  may  so  designate,  but  we  want  the  Commission  to  bear  in 
mind  this,  and  when  I  say  this  particular  thing,  it  is  an  entire  objection  to 
Mr.  Howell's  scheme  or  Mr.  Storrow's  scheme  as  to  a  freight  proposition. 
That  any  scheme  that  is  thought  of — and  I  am  now  speaking  especially  of 
our  friends  here,  the  engineers — that  any  scheme  that  is  thought  of  must  be 


Proposed    Impro\ement    in    Freight    Hanoi. ixc;  453 

that  of  an  economic  reception  of  cars  and  the  forwarding  of  cars.  Bear  in 
mind  at  this  time  that  we  are  here  making  drives  to  load  and  unload  cars 
within  a  reasonable  hour.  Under  our  present  situation  our  merchants  are 
unloading  cars  within  IS  minutes  and  ready  to  give  them  l)ack  to  the  car- 
riers. That  would  not  be  possible  and  could  not  be  under  a  belt  line.  That 
could  not  be  possible  under  this  fish  bone  proposition  that  we  have  before 
us  and  it  could  not  be  possible  under  any  system  of  union  terminal.  Belt 
Line  railroads  are  one  of  the  curses  of  the  country  when  it  comes  to  the 
economic  handling  and  the  quick  dispatch  of  cars." — (trans,  p.  417) 

The  adoption  of  recommendations  in  this  report  for  tiic  elimination  of 
grade  crossings  and  the  establishment  of  a  union  passenger  terminal  will 
somewhat  disturb  these  satisfactory  conditions  and  it  is  our  purpose  to  sub- 
stitute at  least  equally  satisfactory  facilities,  and  perhaps  better  ones.  The 
main  items  we  have  to  deal  with  refer  to  carload  switching,  to  industrial 
tracks  and  to  the  location  of  the  less  than  carload  freight  stations. 

The  subject  of  rerouting  of  freight  has  already  been  discussed  in  connec- 
tion with  .\laineda  Street  a:radc  crossings.  (Chapter  \T1I.) 
Effect  of  Elimination  of  Grade  Crossings  Adjacent  to  the  Los  Angeles  River 

The  depression  of  the  Santa  Fe  and  Salt  Lake  tracks  along  the  Los 
Angeles  River  from  North  Broadway  to  Butte  Street,  and  the  construction 
of  viaducts  carr\-ing  these  streets  across  these  tracks  and  across  the  Los 
Angeles  River  have  very  little  effect  on  the  handling  of  freight  in  Los  An- 
geles provided  that  present  passenger  and  freight  depots  are  not  interfered 
with  and  remain  as  they  are.  Recommendations,  of  course,  are  made  by  us, 
changing  both  freight  and  passenger  facilities,  but  in  order  to  maintain  the 
general  system  of  this  report,  the  recommendations  on  the  union  passenger 
station  and  joint  freight  station  will  be  ignored  for  the  moment  and  the 
effect  of  grade  crossing  elimination  alone  will  be  dealt  with. 

As  far  as  the  Southern  Pacific  is  concerned,  there  will  n.it  be  any  effect 
whatever  on  freight  handling  caused  by  this  track  depression,  that  is. 
simple  depression  of  existing  tracks  uncomplicated  by  a  union  passenger  or 
freight  station,  or  both. 

The  Santa  Fe  freight  business  will,  however,  be  affected  to  some  extent. 
Some  of  the  industry  tracks  which  branch  out  from  the  river  tracks  will  have 
to  be  rebuilt  for  short  distances  in  order  to  provide  satisfactory  rates  of 
grade.  The  freight  yard  alo;  g  the  river  between  First  and  Seventh  Streets 
would  have  to  be  regraded  at  both  ends,  but  the  grades  which  could  be 
established  would  not  affect  the  haulage  of  freight.  The  Santa  Fe-Pacitic 
Electric  transfer  track,  located  at  Aliso  Street  on  the  River,  would  have  to 
be  done  away  with,  as  the  tracks  of  the  two  roads  would  be  different  in 
elevation  bv  some  25  feet  at  this  point.  This  transfer  facility  would  cither 
have  to  be  provided  for  by  the  construction  of  a  track  along  the  southerly 
side  of  Aliso  Street  easterly  from  Keller  Street  and  connected  by  a  curve 
with  the  present  Santa  Fe  line  just  south  of  Aliso  Street:  or  the  Salt  Lake. 


454  Los    An(;eles    Terminal    Investigation 

as  outlined  elsewhere,  could  handle  Pacific  Electric  cars  from  the  eastern 
division  from  Elliott  Street  to  Butte  Street  and  Santa  Fe  Avenue,  where 
they  could  be  exchanged  with  the  Santa  Fe. 

Switching  in  the  Salt  Lake  yard  will  he  improved  by  the  depression 
of  the  river  tracks.  The  ladder  tracks  used  in  switching  in  the  yard  now 
descend  sharply  from  Seventh  Street  to  the  north,  causing  considerable  dam 
age  to  cars  when  they  are  switched,  by  reason  of  too  great  velocity  acquired. 
With  the  depressed  tracks,  this  switching  lead  can  be  installed  on  a  better 
grade. 

The  Pacific  Electric  freight  business  will  not  be  atifected  by  the  de- 
pression of  the  river  tracks,  except  as  noted  with  regard  to  the  Santa  Fe- 
Pacific  Electric  transfer  track  at  Aliso  Street. 


Effect  of  the  Establishment  of  a  Union  Passenger  Terminal 

Union  Passenger  Terminal  at  the  Plaza 

The  establishment  of  a  union  passenger  terminal  as  recommended  by 
us  will  be  serious  in  its  effect  on  the  Southern  Pacific.  The  site  of  the 
depot  yard  cutting  across  Alameda  Street,  as  it  does,  isolates  the  present 
less-than-carload  freight  station,  and  the  establishment  of  a  coach  yard  at 
the  site  of  the  present  Southern  Pacific  main  freight  yard  will  force  the 
construction  of  a  new  yard. 

This  new  yard  would,  in  all  probability,  be  built  at  the  site  of  the 
present  Southern  Pacific  new  classification  vard  along  the  San  Fernando 
Road  (this  is  our  recommendation).  Sufficient  land  has  already  been 
acquired  for  this  purpose  and  plans  have  already  been  drawn.  The  con- 
struction of  a  connecting  track  between  the  depot  yard  of  the  union  pas- 
senger station  and  the  proposed  site  of  the  coach  yard  will  make  it  impos- 
sible to  handle  the  cars  in  and  out  of  the  freight  station  and  will  necessitate 
moving  the  freight  station  elsewhere.  This  facility  is  now  almost  in- 
adequate. 

The  Southern  Pacific  holds  several  pieces  of  land  which  might,  at  first 
thought,  be  used  for  a  freight  station.  The  Macy  Street  team  yard  site,  at 
Macy  and  Alameda  Streets,  is  too  small.  The  site  of  the  present  Arcade 
Station,  while  large  enough,  is  out  of  the  question  because  of  the  increase 
in  traffic  on  Alameda  Street  brought  about  by  switching  in  and  out  of  the 
freight  station.  '  The  Los  Angeles  Public  Market  Company  property  along 
Sixth  and  Alameda  Streets  is  large  enough  and  might  possibly  be  used  for 
this  purpose.  The  principal  objection  to  this  site  is  that  grade  crossings 
would  result  on  approach  tracks  at  Mateo  Street  and  Santa  Fe  Avenue,  and 
also  at  Mill,  Imperial  and  Mesquit  Streets.  The  present  Southern  Pacific 
coach  yard  is  also  large  enough,  the  principal  objection  to  the  use  of  this 
location  being  the  same  as  those  for  the  Los  Angeles  Public  Market  Com- 


Proposed   Improvement    in    Freight    Handling  455 

pany  property,  except  that  in  this  case  there  is  more  travel  on  the  streets 
to  be  crossed.  Lastly,  if  a  union  less  than  carload  freight  terminal  is  estab- 
lished at  the  Santa  Fe  site,  the  Southern  Pacific  will  find  relief  in  the  use  of 
such  a  station. 

With  a  passenger  terminal  at  the  Plaza,  the  west  bank  of  the  river  will 
be  left  free  for  freight  switching  and  the  possible  construction  of  trackage 
branching  out  from  the  Santa  Fe  will  make  it  possible  to  switch  such  indus- 
tries between  Macy  and  Seventh  Streets  without  using  the  present  tracks 
on  Alameda  Street,  except  between  the  principal  cross  streets. 

Union  Passenger  Terminal  at  the  Santa  Fe  Site 

If  such  a  facility  should  be  established,  the  principal  effect  on  the 
handling  of  freight  would  he  the  necessity  of  the  construction  of  a  freight 
yard  for  the  Santa  Fe  and  the  elimination  of  switching  from  Alameda  Street. 
The  Santa  Fe  has,  however,  acquired  a  site  of  100  acres  near  Ilobart,  which 
could  be  used  for  a  freight  yard  and,  in  fact,  was  acquired  for  that  purpose. 
If  all  of  the  Los  Angeles  passenger  traffic  were  handled  along  the  west  bank 
of  the  river,  there  is  the  possibility  of  interference  with  the  freight  business 
which  has  developed  on  trackage  extending  westerly.  The  passenger  train 
and  light  engine  movements  would  be  so  frequent  that  the  number  of  switch 
engines  required  to  handle  the  industrial  switching  wo\ild  have  to  be  in- 
creased. This  would  increase  the  operating  cost — an  increase  which  would 
go  on  year  after  year. 

It  will  be  noted  that  in  the  plan  for  the  union  passenger  terminal  at  the 
Santa  Fe  site,  provision  has  been  made  for  the  enlargement  of  the  Santa  Fe 
less  than  carload  freight  station  at  some  time  in  the  future,  and  it  may  be 
noted  in  passing  that  this  arrangement  would  give  the  Santa  F"e  ample  room 
for  the  future  expansion  of  its  less  than  carload  freight  station. 

The  Southern  Pacific  could  continue  to  use  its  present  freight  station  at 
College  and  Alameda  Streets  and  would  have  more  yard  available  for  switch- 
ing if  the  new  classification  yard  along  the  San  Fernando  Road  were 
constructed. 

The  Salt  Lake  could  establish  its  proposed  freight  terminal  along  Ala- 
meda Street  near  Eighth  Street,  as  contemplated  in  .application  3037. 

The  Pacific  Electric  freight  business  would  not  be  affected  by  the  Santa 
Fe  plan  and  would  continue  to  use  its  present  facilities,  modified,  of  course, 
by  future  necessities. 

Union  Passenger  Terminal  at  the  Southern  Pacific  Site 

^\'ith  this  ])lan.  the  new  freight  yard  along  the  San  Fernando  Road 
would  ultimately  be  constructed,  as  is  also  recommended  by  us  for  the 
Plaza  plan.     The  present  freight  yard  could  be  used  until  such  time  as  the 


456  Los    Angeles    Tekmixal    Investigation 

completion  of  the  new  yard  proves  advisable.  The  Southern  Pacific  would 
not  be  forced  to  discontinue  its  freight  station,  but  since  it  is  inadequate, 
we  are  recommending  that  it  lie  abandoned.  The  Southern  Pacific  would 
use  the  union  freight  station,  which,  as  part  of  the  Southern  Pacific  (as 
well  as  of  the  Plaza  plan),  we  are  recommending  at  the  Santa  Fe  site. 
Under  these  conditions  the  site  of  the  present  Southern  Pacific  freight 
station  would  be  used  for  a  team  yard. 

The  effect  on  the  handling  of  freight  on  the  Santa  Fe  with  a  union 
passenger  station  at  the  Southern  Pacific  site  would  be  the  same  as  if  the 
Santa  Fe  tracks  along  the  river  were  simply  depressed  if  we  did  not  recom- 
mend, as  part  of  the  Southern  Pacific  plan,  a  union  freight  station  at  the 
Santa  Fe  site.  Under  this  condition  the  effect  on  Santa  Fe  freight 
handling  would  be  the  same  as  under  the  Plaza  plan  discussed  above.  This 
consists  of  a  new  freight  yard  for  the  Santa  Fe  east  of  Hobart. 

Under  the  Southern  Pacific  plan  the  Salt  Lake  freight  yard  would  re- 
quire remodelling  to  take  care  of  the  new  passenger  tracks  and  coach  yard. 
It  would,  however,  be  continued  in  its  present  use.  The  Salt  Lake  freight 
station  would  be  abandoned,  this  road  also  to  use  the  joint  freight  station 
at  the  Santa  Fe  site. 

The  Southern  Pacific  plan  has  no  particular  efl:'ect  on  the  Pacific  Electric 
freight  business,  except,  as  part  of  the  plan  we  would  recommend  that  the 
latter  road  transfer  its  less  than  carload  freight  business  to  the  proposed 
union  freight  station  at  the  Santa  Fe  site  along  with  that  of  the  three 
steam  roads. 


ESTABLISHMENT  OF  UNION  LESS  THAN  CARLOAD 
FREIGHT  STATION 

Branch  Freight  Stations  Not  Recommended 

During  the  hearings  in  these  consolidated  cases  held  before  the  Com- 
mission, the  establishment  of  several  less  than  carload  freight  stations 
throughout  the  city  was  advocated,  particularly  by  Chief  Engineer  Howell 
of  the  Board  of  Public  Utilities  of  the  City  of  Los  Angeles  and  by  Mr. 
Samuel  Storrow,  witness  for  the  Central  Development  Association.  This 
plan  proposes  that  branch  freight  stations  be  established  in  different  parts 
of  the  city  so  that  the  wagon  haul  of  the  shipper  would  be  reduced  and 
shippers  would  use  the  station  nearest  to  their  places  of  business. 

We  are  not  in  fa^or  of  this  plan.  The  principal  objection  to  it  is  the 
loss  of  time  and  we  are  of  the  opinion  that  this  is  of  more  importance  to 
the  majority  of  Los  Angeles  shippers  than  the  length  of  haul.  The  loss  of 
time  comes  about  in  this  way:  If  there  were  four  such  package  freight 
stations,  consignments  for  one  jjoint  might  be  made  at  all  of  them.  These 
shipments  would  be   placed   in   cars  at   the   four  stations   and   taken   to  one 


I'ROl'OSICU     I.MI'KcniiMKNT     IX     FuKIGIIT     Hakdi.ing  457 

central  station,  where  they  would  have  to  be  unloaded,  transferred  around 
the  sheds  until  the  car  or  cars  for  destination  were  reached.  The  freight 
houses  now  close  for  the  receipt  of  freight  at  4  P.  M.,  but  the  cars  are  not 
ready  to  be  removed  from  the  station  until  at  least  two  hours  later,  and, 
under  normal  conditions,  these  trains  leave  the  city  before  midnight. 
Transferring  this  freight  i)icked  up  at  the  branch  stations,  would  consume 
several  hours  more,  and  since  it  is  absolutely  necessary  tu  afford  the  shipper 
prompt  service,  the  adoption  of  this  plan  would  probably  result  in  many 
delays  of  twenty-four  hours  in  the  delivery  of  less  than  carload  freight, 
since  trains  could  not  be  held  for  all  of  the  cars  from  the  sub-stations.  Of 
course,  it  is  possible  that  solid  cars  for  different  points  woulcf  at  times  be 
accumulated  at  these  branch  stations,  but  this  would  not  be  the  rule.  The 
principal  less  than  carload  (jntlxmnd  freight  is  destined  for  pcnnts  in 
Southern  California  and  in  the  northern  part  of  the  San  Joaquin  Valley. 
With  the  former,  time  competition  with  auto  trucks  must  be  met  and  in 
the  case  of  the  latter  territory,  I.os  Angeles  competes  with  San  Francisco 
and  an  early  delivery  is  essential.  It  is  also  possible  to  expedite  the 
handling  of  cars  from  the  sub-stations,  but  as  this  is  expensive,  too  much 
reliance  cannot  be  placed  in  such  performance. 

The  district  in  which  the  majority  of  such  shipments  originates  is  onlv 
approximately  4  miles  north  and  south,  and  the  average  haul,  therefore, 
cannot  be  over  2  miles. 

Furthermore,  this  district  will  in  all  probability  remain  about  the  same 
size  and  in  the  same  location.  ])articularly  if  a  union  less  than  carload  freight 
station  is  established  at  the  .Santa  l'"e  site.  This  would  tend  to  stabilize 
the  jobbing  district  and  there  is  plenty  of  room  for  develo])ment,  due  to  the 
present  vacant  areas  and  the  areas  now  used  for  lower  classes  of  occupation. 
This  stabilization  is  a  good  thing  for  the  shipper  as  well  as  for  the  rail- 
roads: Property  values  are  established  and  become  of  greater  value  as  ,i 
credit  asset,  haul  is  reduced  and  the  concentration  of  one  class  of  business 
in  one  district  is  a  great  convenience  to  the  many  people  who  are  concerned 
with  this  phase  of  industry. 

At  present  the  trucking  and  drayage  companies  in  I.os  Angeles  make 
the  same  charge  for  drayage  to  the  Southern  Pacific,  the  Santa  Fe  and  the 
Salt  Lake  freight  stations,  although  the  haul  to  the  Southern  Pacific  is 
considerably  further  since  the  station  is  located  at  one  end  of  the  jobbing 
district  and  the  haul  is  all  one  way.  We  are  advised  by  the  draymen  that 
the  cost  of  drayage  depends  not  so  much  upon  the  distance  as  upon  the 
time  consumed  in  loading  and  unloading  and  tli.it  the  establishment  of 
a  union  freight  station  would  reduce  the  drayage  charges,  other  things 
being  equal.  This,  of  course,  is  very  important.  A  large  part  of  the  draying 
is  done  by  twohorse  teams  and  large  low  trucks.  This  method  is  holding 
its  own  over  the  motor  truck  for  the  reason  that,  in  spite  of  the  high  price 


43<S  Los    Angeles    Terminal    Investigation 

of  feed,  it  is  more  economical.  This  is  because  the  investment  is  far  less 
than  in  the  case  of  a  large-capacity  motor  vehicle  which,  in  order  to  be 
economical,  cannot  stand  idle.  It  would  seem,  then,  that  the  controlling; 
feature  in  the  cost  of  handling  less-than-carload  freight  at  Los  Angeles 
from  the  shippers"  warehouse  to  the  freight  station  is  not  the  distance  but 
the  promptness  with  which  the  shipments  may  be  loaded  and  unloaded. 
Distance,  within  reasonable  limits,  is  a  secondary  factor. 

There  is  another  reason  against  the  establishment  of  branch  freight 
stations.  There  would  be  considerable  confusion  with  regard  to  inbound 
freight  if  this  class  of  freight  is  handled  at  branch  stations.  If  all  inbound 
freight  must  be  called  for  at  one  station,  one  of  the  objects  of  the  branch 
depots  is  defeated,  and  if  inbound  freight  may  be  called  for  at  several  stations. 
the  possibility  of  confusion  in  proper  shipping  directions  is  present.  More 
important,  again,  is  the  question  of  loss  of  time.  These  inbound  shipments 
would  have  to  be  split  up  at  some  central  station,  handled  about  the  freight 
house  and  loaded  on  the  cars  to  be  switched  to  branch  stations.  Of  course, 
the  outbound  less  than  carload  freight  is  approximately  double  the  inbound 
freight  in  tonnage  and  these  points    are,  therefore,  of  less  importance. 

Union  Freight  Station  with  Union  Passenger  Station  at  Plaza 

Rather  than  establish  branch  freight  stations,  it  would  seem  preferable 
to  establish  one  union  less-than-carload  freight  station  to  be  used  by  all 
roads,  including  the  Pacific  Electric.  If  a  union  passenger  terminal  is  estab- 
lished at  the  Plaza  as  recommended  by  us,  the  Southern  Pacific  will 
probably  find  it  necessary  to  establish  a  new  freight  station  considerably 
further  south  than  the  location  of  the  present  one  at  College  and  Alameda 
Streets.  The  Salt  Lake  admittedly  has  for  some  time  been  anxious  to 
improve  the  location  of  its  facilities  along  Myers  Street  on  the  east  bank 
of  the  river.  We  believe  that  both  these  purposes  may  be  accomplished 
and  that  shippers  will  be  greatly  benefited  by  the  establishment  of  a  union 
less-than-carload  freight  station  at  the  Santa  Fe  site,  together  with  the 
construction  of  two  classification  yards  to  serve  Los  Angeles,  one  north  of 
the  city  on  the  property  of  the  Southern  Pacific  along  the  San  Fernando 
Road  and  one  south  of  Los  Angeles,  near  Hobart,  where  the  land  for  such 
a  yard  has  already  been  acquired  by  the  Santa  Fe. 

Union  Freight  Station  with  Union  Passenger  Station  at  Southern  Pacific  Site 

The  arguments  that  apply  in  favor  of  a  union  freight  station  at  the  Santa 
Fe  site  with  a  union  passenger  station  at  the  Plaza,  apply  equally  if  the 
passenger  depot  is  located  at  the  Southern  Pacific  "Arcade"  site.  Operating 
conditions  at  the  freight  station  and  its  approaches  would  be  even  better,  for 
the  west  bank  of  the  river  would  be  entirely  free  from  passenger  traffic, 
this  latter  to  be  handled  on  the  east  liank  and  carried  over  all  tracks  on 
the  west  bank. 


45S 


-A 


BReacHT  cftADu  ane 


PROPOSED 

LESS  THAN   CARLDAD 

UNION  FREIGHT  TERMINAL 

SANTA   fe:  station  site 
SANTA  rz  AVC-IO  TO  ♦»  STS. 

LOS    ANGELES 


"^ni  iaanu  r^Mul-*!  tutnw 


:> 


Fio,  1TB.    pnf»PO<GD  CMOS  TKiiiniAt,  von  I 

I*  itvt  ihe  i.pB.1-  now  finruplril  by  tlic  aoiitn  Ft  Hiitlon  nnrl  f 
1  <'«(il*r  and  alonK  tho  river  miiko  II  ppuullnrly  ndapCeil  for 


■ttlbullnx  center  tor  li 


c 


460  Los    Angeles    Terminal    Investigation 

Union  Freight  Station  at  Santa  Fe  Site 

With  these  facts  in  mind,  we  have  made  a  study  of  the  possibilities 
of  the  Santa  Fe  site  for  a  union  freight  station  and  this  study  finds  expression 
in  Fig.  175  (see  page  439).  Tlie  plan  provides  for  the  ultimate  construc- 
tion of  eight  freight  sheds,  with  their  trackage,  and  the  establishment 
of  a  team  yard  at  the  same  location.  Based  on  this  plan,  it  is  possible  to 
provide  sufficient  floor  area,  team  frontage  and  car  spot  capacity  for  many 
years  in  the  future,  considering  also  that  the  present  Santa  Fe  freight 
station  would  become  a  part  of  the  union  terminal.  The  driveways,  as 
shown,  are  70  feet  in  width  ;  they  should  be  100  feet.  Sufficient  space  is 
available  for  this  standard  dimension. 

This  ])lan.  it  will  l>e  noted,  follows  very  closely  the  ]_)lan  of  the  present 
Santa  Fe  freight  station.  The  width  of  the  houses  is  about  the  same ;  the 
arrangement  of  the  trackage,  with  transfer  platforms  between,  is  also  along 
the  same  lines.  Similarly  the  use  of  electric  tractors  and  special  trailing 
trucks  is  contemplated  as  is  also  the  construction  of  lift  bridges  crossing 
the  trackage  between  the  adjacent  houses  and  raised  trackways  crossing 
the  southwesterly  ends  of  the  driveways.  The  use  of  tractors  and  trailers 
reduces  what  has  always  been  considered  an  extremely  objectionable  feature 
of  a  large  freight  terminal,  i.  e.,  the  difficulty  of  transferring  freight  between 
sheds  which  are  not  adjacent.  The  tise  of  lift  bridges  across  the  tracks 
between  sheds  and  truckways  at  the  far  end  of  the  driveways  will  allow 
a  tractor  to  transfer  freight  from  any  one  shed  to  any  other  one  and  would 
do  away  with  the  use  of  transfer  cars,  which  are  always  necessary  at  the 
larger  freight  stations  and  which  are  necessary  in  Los  Angeles  between  the 
stations  of  the  above  roads. 

\Miether  the  railroads  ultimately  are  to  be  owned  by  the  government 
or  whether  they  remain  in  private  control,  there  is  little,  we  believe,  that 
can  be  said  against  the  establishment  of  such  a  station.  It  seems  desirable 
here  to  go  somewhat  into  the  proposed  operation  of  the  sheds.  It  is  pro- 
posed that  a  dray,  loaded  'with  different  shipments  for  different  places,  will 
deposit  its  load  at  one  place.  Here  it  will  be  weighed  and  the  shipments 
will  be  segregated  to  destinations  and  placed  on  trucks  which,  at  short 
intervals,  will  be  gathered  into  truck-trains  by  the  tractors  and  taken  to 
the  cars.  This  would  indicate  the  possibility  of  too  long  a  tractor  haul. 
This  can  be  overcome  by  more  or  less   regional  assignment   of  the   sheds. 

If  the  railroads  return  to  private  control,  the  assignment  of  space  can 
be  made  on  the  basis  of  requirement.  While  this  would  require  a  drayman 
to  unload  at  different  points,  it  surely  would  be  an  improvement  over  the 
piactice  of  taking  part  loads  to  several  widely  separated  locations.  Transfer 
of  all  freight  destined  to  a  point  on  another  carrier's  line  could  be  made 
between  the  various  sheds  without  the  use  of  cars,  the  freight  being  hauled 


Proposed    Improvement    ix    Frkk.ih    II.\m)i.i.\(;  461 

across  the  lift  bridges  and  trackways  at  the  southerly  end  of  the  sheds. 
As  shown  in  Fig.  175  (see  page  459),  the  areas  and  capacity  fur  cars  and 
teams  provided  in  the  plan  are  as  follnws: 

PROPOSED   UNION   LESS   THAN   CARLOAD   FREIGHT    FACILITIES 

SANTA  FE  SITE 

Area — square  feet  Car  Team 

Freight     Transfer  Capacity  Frontage 

Item                                            House  *PlatforTns  Car — 43'  Lin.  Ft. 

Freight  Houses  .'\  &  B   (Dwa.  8-20)     II.^.OSO         37.7(6  \A'J  2.040 

••         C  &  D            ■■                113,344        29,700  153  1,860 

"         E  &  F            ■•                104,917        27,000  139  1,750 

G  &  H            •■                  83,626        26,035  127  1,587 

Total  New   416,967       120,500  568  7,237 

Present  Santa  Fe  102,000        30,876  170  2,203 

Total    Ultimate    518,967       151.376  738  9,440 

Present    Southern    Pacific    and    Salt 

Lake     215,941         30,876  324  4,337 

Increase    303,026       120,500  414  5,103 

Increase     14091-  390%  128%  118% 

*First  floor  of  sheds  only;  uncovered  platforms  not  included. 

This  ph\n  will  provide  for  140  per  cent  increase  over  the  present  area 
of  sheds  and  118  per  cent  over  the  present  area  of  sheds  and  platforms  of 
all  kinds,  except  transfer  platforms. 

\Vhile  undnulitedly  objection  will  be  directed  against  the  establish- 
ment of  such  a  station  (for  competitive  reasons,  principally)  we  are  satis- 
fied that  the  plan  is  sound  and  that  while  it  may  be  improved  in  detail, 
there  is  no  valid  objection  which  should  prevent  the  consummation  of  the 
scheme  as  a  whole. 

Having  in  mind  the  congestion  which  occurs  at  closing  time,  we  have 
paid  particular  attention  to  the  frontage  available  for  teams.  Our  plan 
will  certainly  create  conditions  as  satisfactory  as  any  that  can  be  obtained 
and  far  better  than  those  that  exist  at  present  at  the  Southern  Pacific 
station.  The  car  capacity  has  also  been  studied  and  the  arrangement  of 
tracks  is  designed  to  give  sufhcient  trackage  for  all  the  cars  necessary. 

Another  feature  not  to  be  overlooked  is  the  facility  with  which  the 
house  tracks  may  be  switched.  With  this  in  view,  the  trackage,  as  shown, 
provides  sufficient  length  of  drill  track  so  that  an  engine  can  pull  all  cars 
along  one  track  at  any  of  the  yards  without  fouling  switching  operations 
going  on  at  another  yard.  The  southern  portion  of  the  buildings  are  shown 
as  open  sheds,  and  against  the  end  of  these  sheds  several  tracks  have  been 
brought  for  the  unloading  of  automobiles  and  other  freight  in  end-opening 
cars. 


462  Los    Angeles    Terminal    Investigation 

It  is  further  assumed  that  the  operation  of  this  station  would  begin 
with  the  transfer  of  cars  from  the  classification  yards  north  and  south  of 
the  city  to  the  yard.  This  movement  is  in  the  nature  of  transfer  service 
to  be  pel  formed  by  heavy  switch  engines,  and  the  trackage  proposed  has 
been  laid  out  v/ith  this  in  mind. 

Table  No.  XIX  shows  the  estimated  cost  of  the  buildings  as  shown 
in  Fig.  175  (see  page  459).  It  will  be  noted  that  this  table  is  arranged  and 
subdivided  for  different  steps  of  construction.  The  first  step  includes  the 
construction  of  buildings  A  and  B.  At  present  the  Southern  Pacific  and  Salt 
Lake  have  238,131  square  feet  without  transfer  platforms,  or  269,774  square 
feet  with  transfer  platforms,  which  should  be  ample  for  the  present.  While 
this  latter  figure  is  smaller  than  that  of  the  combined  area  of  the  present 
Southern  Pacific  and  Salt  Lake  sheds,  we  call  attention  t(j  the  fact  that  the 
Salt  Lake  has  at  present  more  room  than  is  necessary  and  the  space  at  the 
Southern  Pacific  is  not  well  arranged.  It  is  estimated  that  these  four  build- 
ings, including  the  two-story  front  office  portion,  the  transfer  platforms  be- 
tween the  buildings  and  the  lift  bridges,  would  cost  as  follows: 

ESTIMATED  COST  OF  BUILDINGS  AND  DRIVEWAYS 

PROPOSED  UNION  L.  C.  L.  FREIGHT  STATION 

AT  SANTA  FE  SITE 

Area 
Sheds 
Only 

Step  1,  Sheds  A  &  B 119.480  sq.  ft. 

"     2       "         C  &  D 109.388  "     " 

"     3       "         E  &  F 102.486  "     " 

"     4       ••         G  &  H 92.046  ■■     " 


Fireproof 

Wood 

Roof 

Roof 

Class  A 

Class  C 

$496,443 

$471,568 

422,242 

399.511 

657,340 

621,003 

352,481 

i33,275 

Totals    423,400  '•     "  $1,928,506  $1,825,357 

Difference    $103,149 

The  buildmgs.  as  estimated,  are  of  the  same  construction,  except  the 
roofs,  and  all  are  60  feet  in  width,  but  of  varying  lengths,  and  follow  closely 
the  design  and  aijpointments  of  the  present  Santa  Fe  outbound  freight 
yard. 

The  cost  of  removing  the  present  trackage,  buildings  and  facilities  and 
compensation  for  carrier  and  private  facilities  abandoned  is  also  a  part 
of  the  cost  of  establishing  the  statioiL  The  total  cost  is  estimated  as 
follows : 

ESTIMATED  COST  OF  UNION   L.  C.  L.  FREIGHT  STATION 
SANTA  FE  SITE 

(Including  Allowance  for  Contingencies,  Engineering,  Interest,  Legal  and  General) 

Grading,  etc $    171,124 

Trackage    179,134 

Buildings   (Class  A)   and  driveways : 1,926,193 

Paving,   team   tracks    98,128 


Proposed    Improvement    in    I-'kkigiit    II andi.inc, 

Compensation   for  Santa   Fe  facilities  al)aiidoned $142,334 

Compensation  for  private  facilities  abandoned 37,053      179,387 

Moving  equipment,  etc 21  976 

Total   • $2,575,942 


463 


Union  Freight  Station  Not  Recommended  with  Union  Passenger  Station  at 
Santa  Fe  Site 

With  the  establishment  of  a  union  passenger  station  at  the  Santa  Fe 
site,  we  havea  not  recommended  the  construction  of  a  union  freight  station. 
There  are  several  reasons  for  this.  The  Santa  Fe  Union  Passenger  Plan 
is  proposed  along  lines  of  economy  of  capital  expenditure,  and  the  cost  of 
such  freight  station  is  about  $2,000,000  for  buildings  alone.  A  good  site 
is  not  available  and  would  cost  about  $1,000,000  more,  and  the  u.se  of 
p-esent  carrier-owned  land  fur  such  a  purpose  would  introduce  exactly  the 
grade  crossing  situation  that  this  report  seeks  to  ameliorate.  The  Los 
Angeles  Public  Market  Comi)any"s  site  is  hardly  large  enough  and  the 
approach  tracks  v.ould  cross  too  many  streets  where  it  is  not  feasible  to 
separaic  the  grades.  'J'he  present  Scjiithern  Pacific  coach  yard  cannot  be 
recommended,  allliough  it  would,  in  this  case,  be  possible  to  construct  a 
station  and,  Ijy  closing  Wilson  Street,  depressing  Mateo  Street  9  feet  and 
Santa  Fe  Avenue  S  feet,  and  by  elevating  the  tracks,  to  avoid  any  grade 
crossings  on  the  approaches.     It  does  not  appear  possible,  however,  to  find 


LOS  ANGELES    &    SALT  LAKE     RAILROAD 
M)OPO5C0    rOElCtHT    VA(U)     CONNECTION 
rRO«    BUTTE     5T     TO    MUNTCR    ST 


Kriiin  I.'is  AiJ^flfs  aii.l  Salt  Lake  K.H. 

FIG     17(1       PHOl'OSED    FHKIGHT    VAHl)    AM>   COX  .MJITIOX    I-H<»>1    HI  TTK    STUKKT    TO 

Hl'.XTKK    STKEKT 

This  man  slinws  the  I.  ('  I-  friislit  teniiinal  site  on  Alameda  Street  between  Elglith 
ami  Hunter  Streets'  acMiiiired  in  reitiit  years  by  tlie  I^os  .\ngeles  &  Salt  I^k  Railroad,  and 
tlie  proposed  connection  \vitli  the  Butte  Street  tracks.  Permiss-on  to  make  this  connection 
was  aslted  of  the  Commission  on  .M>i>lication  3037.  We  recommend  that  the  app'kallon  be 
denied  and   the  site  be  used   tor  a   team  yard 


46-1-  Los    Angeles    Terminal    Investigation 

here  eiioagh  space.  'Jlie  operating  conditions,  moreover,  on  the  approaches — • 
particularly  with  a  union  passenger  station  at  the  Santa  Fe  site — would  be 
so  bad  that  we  canjiot  recommend  this  location. 

The  site  purchased  by  the  Salt  Lake  along  Alameda  Street  between 
Hunter  and  Eighth  Streets,  has  possibilities.  The  approach  tracks  would 
cross  but  one  important  street — Ninth  Street — and  nearly  all  of  the  land 
necessary  is  already  railroad  owned  and  is  vacant.  After  some  study  we 
have  decided  that  while  the  Salt  Lake  traffic  alone  could  be  handled  across 
Ninth  Street  at  grade,  the  combined  traffic  of  the  four  roads  would  be  too 
heavv  even  at  this  time,  to  say  nothing  of  the  future.  It  is  also  not  feasible 
to  separate  liie  grades  of  Ninth  Street  and  the  approach  tracks. 

PAIRING  OF  SOUTHERN  PACIFIC  AND  SALT  LAKE  TRACKS 
BETWEEN  LOS  ANGELES  AND  COLTON 

In  our  "Reiiort  on  Immediate  Unification  and  More  Economical  Opera- 
tion of  Railroad?  with  Resulting  Betterment  of  Grade  Crossing  Conditions 
in  Los  Angeles  and  Vicinity,"  dated  August,  1918,  the  following  recom- 
mendation was  made : 

"It  is  agreed  by  the  engineers  of  the  Southern  Pacific  and  the  Salt  Lake 
and  of  the  Commission  that  all  traffic  on  Southern  Pacific  and  Salt  Lake 
tracks  between  Colton  and  Los  Angeles  can  best  be  handled  as  an  east  and 
west  double-track  proposition.  Their  recommendation  is  to  make  eastbound 
track  the  Salt  Lake  Line  from  Los  Angeles  to  Ontario  and  the  Southern 
Pacific  from  Ontario  to  Colton;  and  to  make  westbound  track  the  Salt  Lake 
from  Colton  to  Ontario  and  the  Southern  Pacific  from  Ontario  to  Los  An- 
geles. This  will  bring  all  Salt  Lake  and  Southern  Pacific  westbound  pas- 
senger and  freight  trains  into  Los  Angeles  over  the  Southern  Pacific  Al- 
hambra  Avenue  line,  and  will  take  out  of  the  city  all  eastbound  business  of 
both  lines  over  the  Salt  Lake  line  east  of  the  river  via  Hobart.  The  map  on 
page  107  shows  profiles,  proposed  routing  and  connections. 

"This  arrangement  will  be  an  essential  factor  in  the  economic  operation 
of  any  union  passenger  terminal  in  Los  Angeles.  The  estimated  costs  and 
savings  of  this  plan,  according  to  an  estimate  made  by  the  engineers  of  the 
Southern  Pacific  and  the  Salt  Lake  and  checked  by  us,  are  as  follows: 

"Estimated  Capital  Expenditures 
Pomona 

New  Crossover $  2,142 

Ontario 

Connecting  Tracks  and  Interlocking 21,527 

Colton 

Track  Changes   14,082 

Los  Angeles  (Alhambra  Avenue  and  East  Bank  of  Los  Angeles  River) 

Relay  Connecting  Track  and  Replace  Transfer  Facilities 23,051 

Cudahy 

Connecting  Track   12,000 

Total    $72,812 


I 


466  Los    Angeles    Terminai-    Investigation 

"Estimated  Saving  in  Operating  Expenses 
Saving  Per  Month 

Due  to  increased  train  loading $9,284 

Due  to  shorter  running  time 4,449 

Due  to  fewer   relief  crews 1,000 

Due  to  fewer  station  forces 2,000 

Due  to  fewer  dispatchers 370  $17,103 

Increases 

Due  to  additional  switch  engine 1,800 

Interest  on  new  money  expended 355 

Maintenance  of  additional   connection 200  2,365 

Net   Saving    $14,738 

Net  Saving  per  year  $176,856 

"This  simple  arrangement,  if  continued  in  the  future  (and  I  can  see  no 
reason  why  it  should  not  be  continued  under  Federal  or  private  operation), 
will  be  equal  to  a  capitalized  saving,  at  5  per  cent  of  over  three  and  one  half 
(3J4)  million  dollars.  This  sum  is  far  greater  than  the  total  capital  outlay 
required  for  the  immediate  terminal  unification  in  Los  Angeles. 

"It  should  be  here  noted  that  this  plan  contemplates  quite  an  important 
change  in  the  handling  of  Southern  Pacific  through  freight  between  Los 
Angeles  and  Los  Angeles  Harbor.  It  is  proposed  that  all  freight  trains  in 
leaving  Los  Angeles  will  leave  the  Upper  Yard;  back  around  the  curve  on 
Redondo  Street  with  a  switch  engine  on  the  rear  end,  and  proceed  along 
Alhambra  Avenue  to  and  beyond  the  Los  Angeles  River.  The  train  would 
then  transfer  to  the  Salt  Lake  tracks  by  means  of  the  present  connection  at 
this  point;  use  the  Salt  Lake  tracks  on  the  east  bank  of  the  river  to  Hobart 
and  transfer  to  the  San  Pedro  branch  of  the  Salt  Lake  which  would  be  fol- 
lowed to  Cudahy.  At  this  point  a  connecting  track  with  the  Southern  Pacific 
Anaheim  branch  would  be  constructed.  These  trains  would  then  pass  around 
this  connecting  track,  proceed  to  Florence,  and  then  turn  south  to  the  har- 
bor. Movements  in  the  opposite  direction  would  simply  be  a  reverse  of  the 
above.    This  will  be  taken  up  later  under  a  discussion  of  the  freight  situation." 

In  the  supplemental  report  on  the  same  subject,  dated  January  15,  1919, 
this  recommendation  was  repeated.  The  report  dated  January  15,  1919, 
of  the  engineers  representing  the  federally  controlled  railroads  entering  Los 
Angeles  and  made  a  part  of  our  supplemental  report,  also  recommended 
the  pairing  of  tracks  between  Los  Angeles  and  Colton,  as  outlined  above, 
but  the  estimate  of  capital  expenditure  necessary  was  changed  to  $136,812 
instead  of  $72,812,  as  previously  estimated,  and  the  net  saving  per  year  was 
estimated  at  $173,028  instead  of  $176,856.  Their  recommendation  was  made 
with  the  proviso  that  "satisfactory  arrangements  are  first  made  to  take  care 
of  Salt  Lake  passenger  traffic  on  the  west  side  of  the  Los  Angeles  River." 
This  deiT.and  is  now  met,  it  will  be  noted,  if  the  recommendations  in  the 
present  report  arc  adopted. 

The  plan  of  operation  as  proposed  for  temporary  unification  was  some- 
what different    from  the   plan   which  accompanies   our  recommendations   for 


Proposiiu    I.\ii'Kovemi:nt    i.\    lM<iuniiT    llANur.ixf;  467 

terminal  improvements  in  connection  with  a  union  passenger  station  at 
the  Plaza  site.  For  immediate  and  temporary  unification,  it  was  proposed 
that  all  east  bound  Southern  Pacific  freight  trains  leaving  Los  Angeles  would 
be  made  up  in  reverse  order  in  the  Upper  Yard,  back  around  the  curve  on 
Redondo  Street  and  proceed  along  Alhambra  Avenue,  east  of  the  river, 
then,  reversing  the  direction,  the  train  would  transfer  to  the  Salt  Lake 
tracks  by  means  cf  the  reconstructed  present  connection  and  proceed  south 
along  the  rivet. 

For  the  immediate  future,  the  plan  of  operation  would  be  the  same  as 
proposed  for  temi)orary  unification  except  that  the  new  classification  yard 
along  the  San  Fernando  Road  would  take  the  place  of  the  present  Upper 
Yard,  the  latter  being  proposed  as  part  of  a  union  coach  vard. 

This  optration  is  greatly  simplified,  however,  under  the  ultimate  ar- 
rangement now  ])ro])osed.  Southern  Pacific  eastbound  freight  trains  would 
leave  the  new  classification  yard  along  the  San  Fernando  Road  and  pro- 
ceed south  along  the  east  bank  of  the  river  by  means  of  new  trackage  to 
be  constructed  between  Humboldt  Street  and  the  new  classification  yard. 
Westbound  Southern  Pacific  trains  would  change  from  the  Southern  Pacific 
tracks  in  Alhambra  Avenue  to  the  river  tracks  at  the  Los  Angeles  River. 
Southern  Pacific  trains  from  Los  Angeles  Harbor  would  leave  Alameda 
Street  at  Butte  Street,  use  Butte  Street  tracks  to  the  east  bank  of  the  river 
and  follow  the  east  bank  to  the  new  classificaion  yard.  Trains  to  the  Harbor 
would  reverse  this  movement. 

Soutb.ern  Pacific  and  Salt  Lake  passenger  trains  to  the  east  would 
turn  south  from  Alhambra  Avenue,  follow  the  proposed  tracks  on  the  west 
bank  of  the  river,  turn  east  just  south  of  Butte  Street  and  reach  the  Salt 
Lake  tracks  by  means  of  a  new  connection  at  Hobart.  Southern  Pacific 
trains  for  the  Anaheim  Branch  would  follow  the  last  mentimied  route  and 
transfer  to  the  Scuthern  Pacific  Anaheim  Branch  at  Cudahy.  also  by  means 
of  a  new  connection 

\\'hil.'  this  pairing  of  tracks  between  Los  Angeles  and  Colton  is  an 
improvement  in  tlie  handling  of  freight  and  dues  not  aflfect  particularly  the 
freight  situation  in  the  City  of  Los  Angeles,  the  recommendation  may 
properly  be  considered  as  part  of  a  freight  terminal  plan.  The  estimates 
show,  further,  such  a  large  saving  that  we  are  convinced  that  the  recom- 
mendation should  be  put  into  efifect.  For  an  investment  of  $137,000. 
$173,000  a  vear  may  be  saved,  that  is,  the  expenditure  will  be  returned  in 
less  than  a  year.  The  saving  results,  for  the  most  part,  in  a  conservation 
of  resources  and  is  largely  due  to  the  fact  that  the  more  favorable  grades 
allow  more  tonnage  to  be  handled  at  less  expense.  The  saving  in  fuel 
oil,  now  an   important  item   in   railway  operating  expenses,   is  considerable. 


468  Los    Angei.ks    Tkrmixal    I.wkstic.atiox 

We  recommend  that  the  Southern  Pacific  and  Salt  Lake  tracks  between 
Los  Ang-eles  and  Colton  be  paired  for  operation,  as  follows: 

Operate  for 
Limits  Westbound  Trains  Eastbound  Trains 

Between  Colton  &  Ontario  Salt  Lake  track  Southern  Pacific  track 

Los  Angeles  &  "  Southern  Pacific  track       Salt  Lake  tracK 

The  construction   of  the  necessary  connecting  tracks  and  other  details 
as  o-jven  abo\-e  are  included  in  this  recommendation. 


PART  V— REAL  ESTATE,  FRANCHISES, 

FINANCIAL  iMATTERS  AND 

ESTIMATES 

Chapter  XVIII — Real  Estate  Studies. 

Chapter      XIX — Franchise,  Legal  and  Financial  Matters. 

Chapter        XX — Estimates. 


CHAPTER  X\III. 

OUTLINE 
Character  and  Method  of  Studies 
Historical  Discussion 

Trend  of  City  Development 

Business  Development 

Industrial  Development 

Residential  Development 
Character  of  Industrial  District  Lands 
Industrial  Development  East  of  River 

Present  Conditions  of  Occupancy  of  Industrial  District 
Improvements 

Magnitude  .of  Railroad  Holdings 

Recent  Large  Develupments 

Probable  Future  Development 

Business 

Industrial 

Residential 

Effect  of  Recommendations 

Land  Estimates  for  \'ariijus  Plans 

Southern  Pacific  Plan 

Santa  Fe  Plan 

Plaza  Plan 

Effect  on  Land  and  Business  Values 

Damages  Caused  By  Proposed  Viaducts 

Lands  That  May  Become  Unnecessary  for  Railroad  Use 

Land  Summary  for  Adopted  Final  Recommendations 

Effect  of  Recommendations  Upon  Development  and  Land  Values 

Immediate  Benefits 
Ultimate  Benefits 


CHAPTER  XVIII 
REAL  ESTATE  STUDIES 

CHARACTER  AND  METHODS  OF  STUDIES 

It  was  the  purpose  of  the  real  estate  studies  to  establish  values  and 
probable  costs  of  private  lands  projjosed  to  be  acquired,  values  for  all 
lands  in  present  railroad  use  and  estimates  of  the  probable  value  of  land 
which  might  be  deemed  unnecessary  for  railroad  use.  The  several  plans 
under  investigation  also  proposed  to  acquire  a  considerable  amount  of  land 
in  present  private  ownership.  As  an  outgrowth  of  this  original  project 
came  a  study  of  the  entire  industrial  district,  and  later  a  study  of  the 
probable  effect  upon  development  and  land  values  as  the  result  of  the 
adoption  of  any  of  the  three  principal  plans. 

These  cost  estimates  are  based  upon  information  pertaining  to  similai 
and  adjoining  lands.  Our  "total  estimated  cost"  was  based  upon  the  present 
maiket  value  of  the  property,  which  value  is  developed  after  an  analysis 
of  the  various  factors  affecting  value.  In  addition  to  the  market  value, 
there  has  been  estimated  for  privately  owned  lands  an  "estimated  additional 
cost  to  acquire,"  varying  in  amount  according  to  the  particular  property 
to  which  it  is  applied,  and  based  upon  facts  gathered  through  extensive 
analysis  of  real  estate  purchases  by  railroads  in  different  parts  of  the  state. 

The  ptirpose  of  all  estimates  is  to  find,  as  nearly  as  may  be,  first,  the 
amount  of  I'.ew  money  required  for  each  project,  and,  second,  the  cost,  or 
value,  of  all  facilities — both  new  and  existing  property — included  in  each 
project  All  lands  now  in  carrier  ownership,  as  also  all  lands  now  owned 
by  the  public  (City  or  Comity),  are  therefore  included  in  our  estimates  at 
their  actual  present  normal  market  value,  without  the  addition  of  any 
n'ultiples  or  any  estimated  costs  of  acquisition.  It  is  not  assumed  that 
it  can  be  the  purpose  of  either  the  carriers  or  the  City  to  make  a  profit  out 
of  the  transfers  of  lands  now  devoted  to  public  use  to  some  similar  or  other 
pi.blic  use  such  as  would  be  the  case  if  lands  occupied  by  freight  trackage, 
for  instance,  should  become  necessary  for  passenger  station  use.  or  if  lands 
owntd  by  the  City  should  be  devoted  to  park  purposes. 

FVom  the  standpoint  of  equity  and  in  view  of  the  fact  that  the  recom- 
mendations in  this  report  are  bound  to  benefit  all  interested  parties,  especially 
the  City  of  Los  Angeles,  the  railroads  and  the  private  property  owners,  it 
would  seem  altogether  fair  if  all  nf  the  lands  needed  for  the  recommended 
projects  should  be  acquired  and  paid  for  at  their  actual  fair  market  value 
without  any  additions  for  multiples  or  other  artificial  costs  of  condem- 
nation. 

It  is  to  be  hoped  that  the  City,  the  railroads  and  the  Commission  will 
unite  and  use  all  power  vested  in  them  and  all  influence  they  may  possess 
tc  acquire  the  necessary  real  estate  for  the  strictly  beneficial  public  pur- 
poses contemplated  in  this  report,  at  the  lowest  possible  figure.     In  the  case 


472  Los    AxGELES    Terminal    Ixvf.stigatiox 

of  city-owned  lands,  as  has  been  indicated  elsewhere  in  this  report,  it  is 
our  opinion  that  Los  Angeles  can  well  afford  to  donate  such  lands  for 
purposes  of  street  improvement,  grade  separation  and  union  terminal  use. 
\\>  are  also  of  the  opinion  that  with  a  tactful  and  efficient  handling  of  the 
matter,  and  with  the  benefits  that  will  accrue  to  private  property  properly 
understood  by  private  owners,  it  will  be  possible  to  secure  a  considerable 
portion,  if  not  all.  of  the  private  lands  required  in  the  fcirm  of  donations, 
proDerly  safeguarded  and  removed  from  private  speculation. 

When  the  present  railroad  situation,  under  strict  regulation,  as  we 
find  it,  and  indeed  devoted  almost  exclusively  to  the  service  of  the  public, 
is  compared  with  the  conditions  of  by-gone  days  such  as  have  been  sketched 
in  Chapter  III  of  this  report,  it  must  be  evident  to  all  fair-minded  people 
that  an  arrangement  such  as  the  one  suggested  is  just  and  to  the  ultimate 
interests  of  all  concerned. 

The  real  estate  investigation  comprised  a  more  or  less  general  appraisal 
of  the  entire  industrial  district  of  the  City,  with  particular  study  of  railroad 
lands  and  private  lands  which  might  become  necessary  in  any  of  the  plans 
under  consideration.  Real  estate  totaling  upwards  of  $75,000,000  was 
appraised  during  this  investigation,  aggregating  a  total  area  of  100,000,000 
square  feet  (2300  acres). 

The  large  extent  of  this  work  would  not  permit  us  to  pursue  our  usual 
method  of  obtaining  the  opinion  of  various  reliable  informants,  and  it  was 
necessary  to  take  verv  material  short-cuts  in  compiling  our  information 
in  order  to  arrive  at  reliable  results  with  the  expenditure  of  the  least  amount 
of  time. 

Use  was  made  of  all  possible  sources  of  information.  Among  the  more 
important  data  available  to  us  was  the  entire  appraisal  of  the  Joint  Bureau 
of  Appraisal  made  in  1915.  \\'e  used  this  appraisal  to  very  good  advantage. 
We  were  also  furnished  by  the  railrrpads  appraisals  covering  their  lands 
in  the  district,  together  with  an  amount  of  underlying  data  making  up 
their  appraisals.  We  also  had  access  to  certain  appraisals  of  railroad  lands 
made  by  this  department  and  by  others.  Much  of  this  data  is  in  controversy 
before  the  Interstate  Commerce  Commission  and  we  were  asked  to  consider 
such   information   as   executive   and   confidential. 

We  have  also  on  file  a  very  considerable  amount  of  information  per- 
taining to  the  Los  Angeles  industrial  district  which  has  been  accumulated 
through  the  valuation  of  the  properties  of  the  Los  Angeles  Gas  and  Electric 
Corporation  and  of  the  Los  Angeles  Railwav  Corporation. 

All  this  information,  together  with  the  information  that  it  was  possible 
to  obtain  without  making  public  the  trend  of  our  final  recommendations, 
furnished  sufficient  data  for  a  fair,  reliable  and  well  balanced  appraisal  of 
all  lands  involved. 


Rkaf.   Estati-:  Stidii-.s  473 

HISTORICAL  DISCUSSION 

Trend  of  City  Development 

The  develoi.meiu  of  the  City  of  Los  Angeles  has  been  at  such  a  re- 
markable pace  (lurinjr  recent  years  that  there  has  been  a  rai)i(l  shifting  of 
business,  industrial  and  residence  districts.  The  result  of  the  sudden  ex- 
pansion has  been  the  creation  of  a  number  of  prospective  permanent  loca- 
tions, \vith  the  owners  of  properties  in  each  of  these  sections  jealouslv 
watching  any  development  which  may  in  any  way  influence  the  desirability 
of  their  particular  district.  The  result  is  that  the  down-town  district  is 
divided  into  several  active  and  antagonistic  factions.  .As  a  matter  of  fact, 
the  growth  of  the  City  is  so  certain,  and  its  development  will  necessarily 
be  so  extensive,  thai  all  factions  will  be  taken  care  of  if  they  are  only  satis- 
tied  to  abide  by  the  natural  and  normal  development. 

Business  Development 

The  business  dcvclo])ment  of  the  City  of  Los  Angeles  has  seen  some 
rather  remarkable  changes.  This  business  development  has  progressed 
from  the  original  center  at  First  Street  at  the  intersections  of  Broadway, 
Spring  and  Main,  to  its  present  location  at  Seventh  Street  between  S])ring 
and  Grand. 

In  early  days,  the  I'laza  formed  the  a.xis  around  which  the  business 
of  Los  Angeles  radiated.  From  this  point,  development  spread  south  upon 
Los  Angeles,  Main  and  S])ring  Streets,  and  as  time  passed,  the  improve- 
ments originally  erected  in  this  vicinity  became  out  of  date  or  inadequate 
in  size  and  made  necessary  the  erection  of  more  modern  buildings.  As  the 
district  in  the  immediate  vicinity  of  the  Plaza  was  already  occupied,  other 
locations  were  promoted  and  this  expansion  naturally  extended  south  along 
Main,  Spring  and  Broadway.  This  was  due  to  the  fact  that  expansion 
north  of  the  Plaza  encountered  natural  obstacles.  The  territorv  iminediatelv 
north  of  the  Plaza  was  in  the  early  days  a  portion  of  the  old  bed  of  the 
Los  Angeles  River  and  was  undesirable  on  account  of  lowness  am!  the 
possibility  of  flooding.  It  will  be  noted  that  at  the  ])resein  time  the  boundary 
of  the  old  original  river-bed  follows  the  high  ground.  This  is  very  ap- 
parent between  .Main  .-md  Los  Angeles  Streets.  The  liigh  ground  formed 
the  original  westerly  boundary  of  the  river. 

Another  difticulty  of  the  location  of  early  business  develpoment  was 
the  narrowness  of  the  streets.  The  obsolescence  of  the  improvements  was 
only  one  cause  of  the  shifting  of  the  business  center. 

The  increase  of  business  and  of  \ehicular  and  iicdestrian  traflic  also 
invited  a  change  to  streets  where  traffic  interference  would  be  as  slight  as 
possible. 


474  Los    Angeles    Terminal    Investigation 

Extension  of  development  along:  Spring  and  Broadway  in  a  southerly 
direction  was  further  accentuated  by  the  hills  that  rise  immediately  west 
of  the  Plaza.  Development  gradually  grew  around  the  base  of  these  hills 
and  extended  over  on  to  Broadway  and  Hill  Street.  The  natural  trend  of 
the  City  has  always  been  in  a  southerly  direction,  principally  on  account 
of  the  two  topographical  basic  reasons. 

Industrial  Development 

The  industrial  development  of  the  City  has  kept  pace  with  its  business 
development.  A  very  rapid  increase  in  the  values  of  lands  in  the  industrial 
district  lying  east  of  Alameda  Street,  together  with  the  remarkable  rate 
at  which  these  lands  have  been  put  to  industrial  use,  has  forced  industrial 
concerns  requiring  any  considerable  area  to  seek  cheaper  locations  than 
can  be  found  in  the  principal  industrial  district  of  Los  Angeles.  About  1910 
this  movement  first  became  apparent  and  from  that  date  to  the  present 
time  a  very  steady  development  has  taken  place  in  the  cheaper  industrial 
lands  in  the  vicinity  of  \'ernon.  .\s  there  is  practically  an  unlimited  amount 
of  this  acreage  property  which  furnishes  desirable  locations  to  industries 
requiring  a  considerable  area,  it  is  reasonable  to  predict  that  the  present 
cheap  prices  will  pertain  to  these  properties  for  a  considerable  time  in  the 
future.  The  fact  that  these  cheap  lands  are  available  and  desirable  will 
tend  to  create  a  more  intensified  industrial  district  east  of  the  business 
center  of  Los  Angeles  due  to  the  gradual  elimination  of  large  holdings  and 
the  cutting  up  of  these  properties  into  smaller  parcels. 

The  territory  immediately  east  of  the  business  district  will  remain 
permanently  desirable  to  the  smaller  class  of  industrial  concerns  which  re- 
quire spur  track  facilities  and  a  location  close  to  the  center  of  the  city. 
The  natural  growth  of  the  city  will  probably  require  the  occupancy  of 
all  satisfactory  lands  in  that  portion  of  the  industrial  district  close  to  the 
business  center. 

Residential  Development 

The  residential  development  of  the  City  of  Los  Angeles  has  been  very 
markedly  'in  a  southwesterly  direction.  The  present  high  class  residential 
section  of  the  city  lies  in  the  Wilshire  district  along  ^^'ilshire  Boulevard 
with  the  better  class  of  smaller  homes  bordering  on  this  high  class  district 
on  both  the  north  and  south.  Great  development  has  also  taken  place  in 
the  City  of  Pasadena  and  in  a  number  of  outlying  sections  within  com- 
muting distance.  'Considerable  development  of  homes  of  a  smaller  and 
less  expensive  character  has  occurred  in  the  southerly  portion  of  the  city 
but  the  permanent  and  manifest  direction  of  residential  development  will 
continue  toward  the  southwest. 

Residential  development  east  of  the  Los  Angeles  River  appears  at  this 
time  practically   at   a   stand-still.      Only    normal    progress   residentially    will 


REAr.   Estate  Studies  475 

probably  take  place  east  of  the  river.  Elimination  of  grade  crossings  will, 
no  doubt,  render  this  property  more  desirable,  but  it  cannot  compete  as  a 
permanent  residence  section  with  the  new  territory  coming  into  existence  to 
the  south  and  west.  The  section  east  of  the  river,  however,  may  become 
very  desirable  as  a  district  of  homes  for  people  emploved  in  the  various 
industries  along  the  river  as  its  location  will  be  in  close  proximity  to  the 
point  of  employment. 

Character  of  Industrial  District  Lands 

The  iirincii)al  iiuhistrial  district  of  Los  Angeles  being  that  portion  of 
the  city  lying  between  Main  Street  on  the  west  and  the  bluff  on  the  east 
side  of  the  river  on  the  east  and  south  of  North  Broadway,  comprises  the 
low  level  lands  adjoining  to  and  bisected  by  the  Los  Angeles  River.  This 
large  level  section  is  what  was  formeriy  the  old  river-bed  of  the  Los  Angeles 
River,  subject  to  all  its  irregularities  and  occasional  seasonal  floods.  The 
river  has  been  confined  to  a  permanent  channel,  thereby  reclaiming  all  of 
these  at  one  time  annually  flooded  lands.  As  the  overflowed  area  was 
naturally  of  a  level  character,  it  rendered  itself  immediately  adaptable  to 
industrial  development.  Owing  to  its  flatness  and  lowness,  it  was  not 
desirable  for  residential  purposes  and  its  natural  use  was  that  of  an  in- 
dustrial character.  The  old  original  river-bed  is  very  apparent  even  at  the 
present  time.  It  follows  the  high  ground  at  the  intersection  of  North  Broad- 
way and  the  river  and  extends  along  the  west  side,  following  the  high 
ground  along  Alameda  and  Main  Streets  until  this  high  ground  disappears 
south  of  Tenth  Street.  On  the  east,  the  bluff  is  a  physical  handicap,  as  in 
portions  of  the  undeveloped  sections  is  rises  to  a  considerable  height  above 
the  lower  land  and  has  in  the  past  offered  considerable  detriment  to  de- 
velopment upon  the  east  side  of  the  river,  rendering  the  grades  rather  steep 
and  generally  detracting  from  the  desirability  of  the  the  district. 

Industrial  Development  West  of  the  River 

Industrial  development  west  of  the  river  is  extensive  and  permanent. 
The  district  bounded  by  North  Broadway.  Ninth  Street.  Alameda  Street  and 
the  river,  makes  uj)  the  principal  industrial  district  of  the  city.  In  this 
territory  are  located  ])ractirally  all  of  the  business  concerns  requiring  railroad 
connections  and  varying  in  character  from  small  shops  occupying  one-story 
buildings  to  the  larger  industries  such  as  the  Moreland  Truck  Company 
and  the  Oil  Well  Supply  Comjjany.  This  is  the  permanent  industrial  dis- 
trict of  the  city  and  will  become  more  intensely  occupied  through  the 
gradual  development  <if  the  future. 

Industrial  Development  East  of  the  River 

The  industrial  district  east  of  the  river  is  practically  undeveloped.  A 
very  considerable  percentage  of  the  adajitable  land  is  held  by  the  Salt  I-ake 


476  Los    Angeles    Terminal    I.westigation 

Railroad  for  its  own  development  and  is  therefore  not  now  available  for 
private  enterprise.  The  chief  objection  to  this  district,  however,  is  the 
fact  that  its  location  is  on  the  opposite  side  of  the  river  from  the  center  of 
the  city.  Access  is  further  interfered  with  now  by  the  great  number  of 
grade  crossings  which  exist  in  the  district  west  of  the  river. 

PRESENT  CONDITION  OF  OCCUPANCY  OF  INDUSTRIAL 

DISTRICT 

The  principal  section  of  the  industrial  lands  of  Los  Angeles  lies  within 
the  district  bounded  by  North  Broadway,  Ninth  Street,  Alameda  Street  and 
the  Los  Angeles  River.  There  is  embraced  therein  a  total  of  869  acres. 
Investigation  was  made  as  to  the  ownership  of  this  property  and  it  was 
found  that  of  this  total  area,  605  acres,  or  70  per  cent,  are  privately  owned 
and  264  acres,  or  30  per  cent,  are  railroad  owned. 

A  study  was  made  of  this  district  with  the  object  in  view  of  ascertain- 
ing the  amount  of  property  not  now  absorlied  for  industrial  purposes ;  in 
other  words,  property  not  actually  occupied  at  this  time  by  a  permanent 
industrial  concern.  It  was  found  advisable  to  segregate  this  district  into 
the  following  classifications: 

(a)  Permanently   Occupied, 

(b)  Temporarily  Occupied, 

(c)  Unoccupied  (Vacant). 

Permanent  occupancy  means  that  the  area  referred  to  is  being  put  to 
actual  use  by  an  industrial  concern  of  a  more  or  less  permanent  character. 
Railroads  are  considered  permanent  occupants  of  the  land  they  possess  since 
there  is  no  large  amount  of  non-operative  railroad  property  in  this  dis- 
trict. Also,  active  operating  industrial  concerns  are  considered  as  permanent 
occupants  whether  all  of  the  property  owned  by  them  is  really  in  use  or 
is  being  held  for  future  development.  For  example,  the  lands  of  Wilson 
&  Company,  meat  packers,  are  not  entirely  covered  by  improvements,  but 
though  entirely  used  only  a  portion  of  the  time,  it  is  considered  that  the 
absorption  of  this  amount  of  land  is  complete. 

Permanent  occupancy,  however,  refers  to  its  present  condition  and  does 
not  mean  that  it  will  always  be  so  occupied,  for  it  is  very  probable,  in  fact 
it  is  a  practical  certainty,  that  a  considerable  amount  of  this  at  present 
fully  occupied  land  will  at  some  future  date  be  released  for  more  intensive 
use:  large  parts  are  devoted  to  uses  that  fundamentally  desire  and  require 
cheap  land  and  in  time  lands  within  this  district  will  become  of  a  greater 
value  than  can  consistently  be  devoted  to  uses  for  which  cheaper  lands 
are  satisfactory.  Occupants  of  this  class  will  in  time  seek  other  locations 
where  cheap  lands  are  available.  This  situation  exists  today  and  has  been 
a  constant  phase  of  past   development   and   will   continually  recur  until   the 


Ri:.\i.   Estate  Stidies  477 

district  reaches  its  full  developmciit.  Tlie  release  of  land  now  held  in 
parcels  of  considerable  area  will  not  necessarily  throw  it  out  of  the  permanent 
industrial  classification  for  it  will  gradually  be  absorbed  and  devoted  to  a 
more  intensive  and  higher  priced  use. 

By  temporajy  occupancy  is  meant  occupancy  of  lands  'that  are  not  en- 
tirely vacant  but  which  are  occupied  for  purposes  other  than  industrial.  A 
very  considerable  amount  of  real  estate  within  this  district  is  held  for  pro.s- 
pective  industrial  development  and  is  occupied  at  the  present  time  by  cheap 
and  quite  dilapidated  shacks  which  are  rented  largely  to  Mexican  laboring 
people.  This  old  district  before  the  encroachment  ol  industrial  enterprise 
formed  the  residence  section  of  a  large  per  cent  of  the  foreign  labor  popula- 
tion of  Los  Angeles  on  account  of  cheap  ground  and  ready  accessibility  to 
the  industries  of  the  city.  As  the  district  developed  to  one  of  an  industrial 
character,  property  became  too  valuable  to  be  considered  as  residential  and 
it  has  been  practically  all  bought  up  for  speculative  ])urposes.  Where  it 
has  been  improved,  it  has  been  rented  for  whatever  amount  it  would  bring. 
On  account  of  its  low  rental  value  and  the  ever  present  possibility  of  sale, 
none  of  these  buildings  have  been  maintained  and  are  all  in  a  very  poor 
condition.     Many  of  them,  in  reality,  are  nothing  but  shacks. 

The  phrase  "temporary  occupancy"  is  intended  to  convey  the  idea  that 
the  property  referred  to  is  not  of  an  improved  or  permanent  nature  and 
that  whatever  improvements  exist  of  an  industrial  or  residential  character 
are  temporarily  attached  to  the  property.  In  other  words,  it  is  generally 
considered  that  this  class  of  land  has  not  reached  its  highest  use  and  that 
it  will  in  all  probability  at  some  time  in  the  future  be  actually  occupied  by 
substantial  industries  through  the  general  development  of  the  district. 

As  a  result  of  the  study  we  find  that  of  this  total  area,  449  acres,  or 
52  per  cent,  are  permanently  occupied ;  282  acres,  or  32  per  cent,  are  tem- 
porarily occupied;  and  138  acres,  or  16  per  cent,  are  entirely  vacant.  In 
other  words,  only  one-half  of  this  large  and  permanent  industrial  section 
is  entirely  developed  today  and  the  balance  is  either  immediately  avail- 
able or  available  within  a  short  period  in  the  future  for  permanent  develop- 
ment. 

This  large  area  has  been  broken  up  into  nine  smaller  sections,  using 
as  boundaries  the  principal  streets  transversing  the  district.  Following  is 
a  table  showing  the  result  of  our  occupancy  study  of  this  district.  Following 
thfs  table  is  a  map  allocating  the  result  of  our  findings.  Referring  to  the 
map.  Fig.  179,  it  will  be  noted  that  the  highest  percentage  of  per- 
manency exists  in  Section  1.  Section  4  and  Section  7.  Section  1  is 
the  district  embracing  the  River  Station  Yards  of  the  Southern  Pacific  Com- 
pany and  is  100  per  cent  permanent.  Section  7  is  the  district  in  which  lies 
the  station  and  yards  of  the  Santa  Fe  and  is  the  next  highest,  being  65 
per  cent  permanent.     It   is  interesting  to  note  that   the  percentage  of  per- 


478  Los    Angeles    Terminal    Investigation 

manencv  is  uniformly  below  -!0  per  cent  throughout  the  entire  district,  with 
the  exception  of  the  three  above  mentioned  sections. 

Improvements 

Fig.  178  shows  the  location  and  class  of  l.niiUlintjs  in  that  por- 
tion of  the  industrial  district  in  which  we  were  more  particularly 
interested.  It  also  shows  the  occupancy  of  the  various  buildings  as  de- 
termined from  field  survey,  segregated  to  several  general  classes.  This 
map  gives  graphically  an  idea  of  the  unoccupied  areas  (see  also  remarks  in 
Chapter  XX). 


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482  Los    Angeles    Terminal    Investigation 

MAGNITUDE  OF  RAILROAD  HOLDINGS 

There  is  shown  upon  the  Land  Index  Map,  Fig-.  180  (see  page  487), 
approximately  6,000  acres  of  land.  Of  this  amount,  1284  acres  (21  per  cent) 
are  in  public  utility  ownership  and  1134  acres  (19  per  cent)  are  railroad 
owned  and  controlled. 

The  various  holdings  with  the  appraised  values  by  this  department  are 
shown  below  : 

PUBLIC  UTILITY  LANDS  IN  INDUSTRIAL  DISTRICT 

Area  in  Value  by 

Company  Acres  Engineering  Department 

Southern    Pacific    555.6  $11,405,490 

Santa  Fe  199.9  9,218,510 

Salt  Lake   271.4  4,315,003 

Pacific   Electric    106.6  6,574,349 

Total    1,133.5                          $31,513,352 

L.  A.  Ry.  (Incl.  H.  L.  &  L  Co.) 124.7 

L.  A.  Gas  &  Elec.  Corp 17.9 

So.  Cal.  Gas  Co 8.2 

Grand   Total    1.284.3 

It  should  be  understood  that  wherever  general  land  appraisal  figures 
(made  by  this  department)  are  shown,  the  valuation  was  made  by  methods 
discussed  in  the  first  portion  of  this  chapter.  Such  figures  are  included  in 
the  report  as  a  general  index  of  the  magnitude  of  interests  involved  rather 
than  a  determination  or  expression  of  opinion  of  the  actual  present  day 
market  value  of  such  holdings. 

This  is  true  of  general  land  valuation  figures.  In  cases  where  we  have 
made  estimates  of  costs  or  values  of  lands  actually  required  in  any  of  our 
different  plans,  it  is  our  opinion  that  the  real  estate  estimates,  as  other 
classes  of  estimates,  represent  actual  and  fair  costs  and  values. 

Following  are  four  tables  showing  the  areas  and  values  by  the  engineer- 
ing department  of  the  holdings  of  the  three  transcontinental  steam  roads 
together  with   tentative   figures   for   the   properties   of   the    Pacific    Electric : 


Real   Estate  Sti- 


IJIES 


483 


AREAS  AND  VALUES 

BY  ENGINEERING  DEPARTMENT 

SOUTHERN  PACIFIC  COMPANY  LAND  HOLDINGS  IN  INDUSTRIAL 

DISTRICT,  LOS  ANGELES 

AS  SHOWN  ON  "LAND  INDEX  MAP" 


Index 

Map, 

Parcel 

No 

S. 

p. 

1 

S. 

p. 

9 

S. 

p. 

3 

S. 

p. 

4 

S. 

p. 

0 

S. 

p. 

(i 

S. 

p. 

7 

S. 

p. 

8 

s. 

p. 

9 

s. 

p. 

10 

s. 

p. 

11 

s. 

p. 

12 

s 

p. 

13 

s. 

p. 

14 

s. 

p. 

15 

s. 

p. 

16 

s. 

p. 

17 

s. 

p. 

18 

s. 

p. 

19 

s. 

p. 

20 

s. 

p. 

21 

s. 

p. 

22 

s. 

p. 

23 

S.  p.  24 


Area. 
LS(|uai<' 

Location  of  Section  Veet 

Xpw   North   Yards— Station  883-ff50  to  East  12,249,595 

Bank  Los   Angeles  River 30,300 

Midway  Yards 310,561 

River  Station  Yards 2.110.960 

Frcitiht  Yard  Site 328.572 

R.  \V. — River  and  Alhambra  Avenue 55.714 

Non-carrier — Gibbons  Street  and  Alhambra  ,')3..')7.S 

Shop  Yards 5.473,604 

Mac V  Street  Team  Yards 340,813 

R.  \V.— Macy  Team  Yard  to  Lyon  Street 14,462 

Jackson  Street  Spur 21,258 

"          Corner  Alameda  and  Jackson 4,312 

"          Ferguson  Alley  to  First  Street 120.705 

"          ,\lameda  to  Los  Angeles 87,992 

Arcade  Team  Yard 85,508 

Arca<ie  Depot  (bounds 646,951 

Corner  Alameda  and  Sixth 11,369 

Los  Angeles  Public  Market  Site 656,044 

New  R.  W.— Mateo  to  River. 144,024 

C'oach  Yard — Alameda  to  Wilson 943,578 

"            "         Wilson  to  Mateo 54,562 

R.  W.— Mateo  to  Santa  Fe  Avenue 96,568 

Santa  Fe  Avenue  to  Santa  Fe  R.  W 132,537 

"  Alameda  to  Long  Beach  .\ venue  at  25th 

Street 174,032 

W.  S.— Alameda  at  25th  Street  (S.  of  P.  E.  R.W.)  52,310 

Grand  Total...  24,199,969 


Present  Value 

(1918) 

I'nit 

Total 

3,370* 

$947,040 

.20 

6,060 

.25 

77.640 

.70 

1,477.672 

913 

299,809 

.50 

27,857 

40 

21, .503 

.30 

1,042,099 

1.20 

408,976 

.90 

13,016 

1.00 

21,2.58 

2.00 

8,624 

2  27 

273,906 

3  66 

322,498 

2.50 

213,770 

3.25 

2,101,128 

3  00 

34,107 

2.00 

1,312,088 

1   12 

162,185  cost 

1  75 

1,651.262 

1  00 

54..562 

1  02 

99,943 

1  0.S 

143,037 

.34 

59,295 

.50 

26,155 

.47  $11,405,490 

*Per  acre 


484  Los    Angeles    Terminal    Investicatton 

AREAS  AND  VALUES 

BY  ENGINEERING  DEPARTMENT 

ATCHISON,  TOPEKA  AND  SANTA  FE  RAILWAY  LAND  HOLDINGS  IN 
INDUSTRIAL  DISTRICT,  LOS  ANGELES 

AS  SHOWN  ON  "LAND  INDEX  MAP" 


Location  of  Section 
R.  \V.— Ave.  33  to  San  Fernando  Blvd.    Ave  20)   . 

"  San  Fernando  Blvd.  to  Los  Angeles  River 

"  Across  Los  Angeles  River 

"  Los  Angeles  River  to  North  Spring 

"  North  Spring  to  North  Main  Sts 

"  North  Main  to  Alhambra  Ave 

"  West  Bank  River,  Alhambra  to  Macy  St. 

"  Main  Line,  Alhambra  to  Macy  St 

West  Bank  River,  Macy  to  Aliso  Sts 

"  Main  Line,  Macy  to  Aliso  Sts 

Yards — Aliso  to  First  Hts 

Leased  Lands — First,  Second,  Santa  Fe  Ave 

Freight  Depo  — Third,  Fourth  and  Santa  Fe  Ave. 

Station  and  Yards — First  to  Seventh  Sts 

Corner  Willow  and  Santa  Fe  Ave 

Corner  Jesse  and  Mesqidt 

R.  W. — Along  Palmetto,  Molino  to  Seaton 

"  Between   Factory   PI.    and  6th,    East   of 

Alameda 

Between  Mateo,  Mill,  6th,  Industrial.  .  .  . 

"  Mill  to  Alameda  between  6th  and  Industrial 

"          Mill  to  Alameda  between  Industrial  and 
Seventh 

"          Mateo    to   Mill    between    Industrial    and 
Seventh 

"  Corner  Industrial  and  Mill 

New  Freight  Yards — Shearer  near  Alameda 

R.  W.  and  Coach  Yards — Seventh  to  Ninth  Sts. 
R.  W.  and  Shop  Yards — Ninth  to  Butte  Sts 

Total 


Index 

Map, 

Parcel 

No 

S. 

F. 

1 

S. 

F. 

2 

s. 

F. 

3 

s. 

F. 

4 

s. 

F. 

5 

s. 

F. 

6 

s. 

F. 

/ 

s. 

F. 

8 

s. 

F. 

9 

s. 

F. 

10 

s. 

F. 

11 

s. 

F. 

12 

s. 

F. 

13 

s. 

F. 

14 

s. 

F. 

15 

s. 

F. 

16 

s. 

F. 

17 

s. 

F. 

18 

s. 

F. 

19 

s. 

F. 

20 

s. 

F. 

21 

s. 

F. 

22 

s. 

F. 

23 

s. 

F. 

24 

s. 

F. 

25 

s. 

F. 

26 

Area, 

Present  Value 

Square 

1 

;i9i8) 

Feet 

Unit 

Total 

151,369 

.29 

$43,461 

55,063 

.38 

20,909 

34,300 

.075 

2,572 

107,672 

.53 

56,696 

32,854 

.76 

24,934 

128,150 

.58 

74,576 

222,523 

.56 

125,459 

246,740 

.64 

1.58,863 

135.246 

1.00 

135,972 

78,971 

.92 

72,487 

464,615 

1.12 

519,696 

225,686 

2. 57 

579,798 

466,145 

2.18 

1.015,647 

2,,555,8.38 

1  67 

4,2,57,741 

40,243 

1.50 

60,364 

25,628 

1  25 

32,035 

26.147 

1.26 

32,922 

44,004 

1.50 

66,006 

24,852 

1.50 

.37,278 

35,400 

1  75 

61,9.50 

50,783 

2  00 

101.566 

24,830 

1,75 

43,452 

3,049 

1  .50 

4,574 

96,268 

1.25 

120,335 

1,029,869 

.74 

764,285 

2,402,042 

.34 

804,932 

8,708,287 

1.06 

$9,218,510 

Rkai,   Estatk  Si 


485 


AREAS  AND  VALUES 

BY  ENGINEERING  DEPARTMENT 

PACIFIC  ELECTRIC  RAILWAY  LANDS  IN  INDUSTRIAL  DISTRICT, 

LOS  ANGELES 

AS  SHOWN  ON  "LAND  INDEX  MAP" 


Land 

Index, 

Parcel 

No. 

P. 

E. 

1 

P. 

E. 

2 

P. 

E. 

3 

P. 

E. 

4 

P. 

E. 

5 

P. 

E. 

6 

P. 

E. 

/ 

P. 

E. 

8 

P. 

E. 

9 

P. 

E. 

10 

P. 

E. 

11 

P. 

E. 

12 

P. 

E. 

13 

P. 

E. 

14 

P. 

E. 

lo 

F. 

E. 

16 

P. 

E. 

17 

P. 

E. 

18 

P. 

E. 

19 

P. 

E. 

20 

P. 

E. 

21 

Location  of  Section 
P.  E.  Station,  Sixth  and  Main.  . 

Passenger  '^'ards 

R.  W.  for  Eleviited— .Maple  to  San  I'cdro 
Proposed  K.   W.— San  Pedro  to  Central. . 

"  "  Central  .\ve.  to  .\laineda  St. 

Shop  Site — Seventh.  Eifihth  and  .\hiineda 

Yard.s— Eighth  to  Ninth  Sts 

Xinth  to  Fourteenth  Sts.  ,      . 

R.  W.— Fourteenth  to  Sixteenth  Sts 

Yards — Sixteenth  to  Washington 

"         Washington  to  Twentieth 

R.  W.— Twentieth  lo  Twenty-fifth  Sts 

"  Twenty-fifth  to  Jefferson  (Thirty-sixth).. 

"  .Jefferson  to  Thirty-eighth 

"  Thirty-eighth  to  Vernon 

"         Transfer  Track — L.  B.  Ave.  to  Alameda 

St 

"         Transfer  Track — Alameda  St.  to  Santa  Fe 

Ave 

Northwest  corner  Broadway  and  Simset  Blvd 

.  Fronting  .-Vliso  and  p^lliott.  East  of  River. 
Yards — Aliso  and  Mission  Rd.  to  Macy  St. 
Eehandia  Yards, 

Total...  


Area  in 

Tent  at 

ive  Value 

Square 

(1918) 

Feet 

Init 

Total 

G9.4SS 

22  50 

$1..5r)3.4.80 

143,053 

7  .50 

1,072,897 

81.310 

3  73 

303,>70 

94.023 

2  38 

223,983 

S3.G64 

2.50 

209,100 

9(il  ,000 

2.39 

2,29G„500 

59.082 

1  25 

73..8.52 

121.095 

(.-) 

90,H21 

97,010 

.50 

48.505 

218.790 

.50 

109.395 

291.334 

.40 

llfi..534 

74,400 

.•25 

18,600 

111,900 

25 

27.975 

3r).r>oo 

20 

7.. 320 

117.730 

21 

24.723 

.38,2.50 

25 

9.563 

241.f)40 

224 

.54,127 

58,400 

1  70 

102,736 

33.305 

fiO 

19,983 

2(i2.899 

.25 

65,725 

1,4.50,265 


.093 


135,200 


4,645,238        1.41      $6,574,349 


486 


Los    Angeles    Terminal    Investigation 


AREAS  AND  VALUES 

BY  ENGINEERING  DEPARTMENT 

LOS  ANGELES  AND  SALT  LAKE  LAND  HOLDINGS  IN  INDUSTRIAL 
DISTRICT,  LOS  ANGELES 

AS  SHOWN  ON  "LAND  INDEX  MAP" 


Indt 

-X 

Map, 

P 

arcel 

No 

S. 

L. 

1 

S. 

L. 

o 

s. 

L. 

3 

s. 

L. 

■1 

s. 

L. 

5 

s. 

L. 

6 

s. 

L. 

7 

s. 

L. 

8 

s. 

L. 

9 

s. 

L. 

10 

K. 

L. 

11 

s. 

L. 

12 

s. 

L. 

13 

s. 

L. 

14 

s. 

L. 

15 

s. 

L. 

l(i 

s. 

L. 

17 

s. 

L. 

18 

s. 

L. 

19 

s. 

L. 

20 

s. 

L. 

21 

s. 

L. 

22 

s. 

L. 

23 

s. 

L. 

24 

s. 

L. 

25 

s. 

L. 

26 

s. 

L. 

27 

s. 

L. 

28 

s. 

L. 

29 

Location  of  Section 

Arroyo  Scco  Gravel  Pit 

R.  \V.— Artesca  to  Hoff  Sts 

"  Hoft"  St.  to  Downey  Ave.  (North  Spring). 

"         North  Spring   (Downey  Ave.)   to  North 

Main 

"  North  Main  to  Alhambra  Ave 

"  Alhambra  Ave.  to  Macy  St 

"         Macy  to  Aliso  Sts 

Yards — Aliso  to  First  Sts 

"  and  Shop  Site — First  to  Fourth  Sts 

"  Fourth  to  Seventh  Sts ,  . 

"  (Future)  Seventh  to  HoUenbeck 

(Future)  HoUenbeck  to  Ninth  Sts 

"  P'uture)  Ninth  to  Alosta  Sts 

"  (Future)  Alosta,  River,  Soto  St 

"  (Futu:e)  South  of  Alosta  and  East  of  Soto 

St ^ 

R.  W. — Across  Los  Angeles  River 

Along  Butte  St.— River  to  Harriet  St ...  . 

"  "  "         "       Harriet  to  Minerva 

"  "  "        "      Minerva  to  Santa  Fe  Ave. 

"  (Butte  St.  extended)  Santa  Fe  to  Alameda 

St 

New  R.  W.— Sixteenth  to  Fifteenth  Sts 

"         "  Fifteenth  to  Fourteenth  Sts 

"         "  Fourteenth  to  Eleventh  Sts 

Eleventh  to  Tenth  Sts 

Tenth  to  Ninth  Sts 

Ninth  to  Himter  St 

"         "  Hunter  to  Enterprise  Sts 

"         "  Enterprise  to  Damon  Sts 

Proposed  Hunter  St.  Terminal — Alameda,  Wilson, 
Himter,  Alley 

Total 


Area, 

Present  Value 

Square 

(1918) 

Feet 

Unit 

Total 

1,139,796 

.075 

.$85,484 

144,613 

.39 

56,608 

8,738 

.40 

3,495 

210,066 

.40 

84,373 

110,992 

.41 

45,621 

165,.588 

.31 

51,452 

.35,208 

.52 

18,223 

460.171 

.57 

261,459 

2,076,331 

.46 

949,503 

2,521,889 

.50 

1,255,095 

613,828 

.516 

316,796 

984,280 

.27 

263,997 

234,724 

.16 

38,094 

1,033.678 

.057 

59,325 

720,439 

.046 

33,078 

15,945 

.05 

797 

60,340 

.175 

10,559 

90,454 

.225 

20,352 

114,376 

,33 

38,038 

162,043 

.20 

32,550 

49,600 

.30 

14,880 

143,800 

.29 

42,260 

20,000 

.20 

4,000 

.38,8.37 

.25 

9,709 

10,200 

.55 

5,485 

27,771 

.54 

15,147 

61,223 

.75 

45,917 

25,881 

.  10 

19,410 

542,048 
11,822,859 


.98 
.365 


533,296 
$4,315,003 


fllW 


»-■-*}» JPXgiiWf 


488  Los    Angeles    Terminal    Investk.ation 

RECENT  LARGE  DEVELOPMENTS 

There  has  been  a  very  considerable  development  in  recent  years  which 
has  resulted  in  the  absorption  of  a  very  large  amount  of  the  city's  industrial 
land.  Since  1911  a  total  of  6,500,000  square  feet  of  land  has  been  pur- 
chasetl  bv  railroad  companies  to  provide  for  contemplated  development. 

In  1911.  the  Southern  Pacific  Company  purchased  2,000,000  square  feet 
of  land,  completing  the  acquisition  of  their  New  North  Yards  in  the  lower 
end  of  the  San  Fernando  \'alley,  north  of  the  Pigeon  Farm.  The  company 
now  owns  a  total  of  280  acres  of  land  comprising  these  yards  which  were 
purchased  in  two  periods,  from  1906-  to  1908  and  from  1911  to  1913. 

Between  1912  and  1918  the  Hanchett  interests,  including  the  Industrial 
Terminal  Railway,  acquired  upward  of  1,500,000  square  feet  in  the  district 
lying  east  of  Alameda  and  north  of  Aliso  Streets.  This  property  com- 
prises in  ]iart  the  old  Chinese  section  of  the  city  and  is  being  held  for 
prospective  development.  The  property  is  either  occupied  by  temporary 
improvements  or  is  entirely  vacant.  No  advancement  has  taken  place  since 
the  first  purchase  was  made. 

In  1913,  the  Salt  Lake  Railroad  Company,  to  provide  for  future  require- 
ments, purchased  over  700,000  square  feet  of  undeveloped  land  upon  the 
east  side  of  the  Los  Angeles  River  south  of  Seventh  Street.  This  property 
remains  in  its  original  state  today  as  it  has  not  yet  come  into  use. 

The  Santa  Fe  Railway,  in  urder  to  provide  additional  freight  yard 
facilities,  in  1913  purchased  100,000  square  feet  of  land  upon  Shearer  Street 
one  block  east  of  Alameda.  This  property  now  has  railroad  connection  and 
will  be  put  to  immediate  use. 

The  Pacific  Electric  Railway,  seeing  the  necessitv  for  the  extension 
of  its  elevated  tracks  from  San  Pedro  to  Alameda  Street,  purchased  lands 
between  these  streets  for  right  of  way  use,  aggregating  175,000  square  feet. 
These  purchases  were  made  in  two  periods,  the  larger  per  cent  being  pur- 
chased in  1906-1907,  and  the  more  recent  purchases  occurring  in  1913. 
There  are  still  some  of  the  required  properties  that  have  not  yet  been  ac- 
quired. 

The  largest,  most  costly  and  most  extensive  development  that  has  taken 
place  recently  was  the  acquisition  by  the  Los  Angeles  Union  Terminal 
Company  of  all  private  properties  in  the  O.  J-  Mairs  Tract  at  Eighth  and 
Central  Avenue.  A  total  of  413,534  square  feet  was  purchased  from  private 
individuals  in  1915  and  1916.  In  addition  to  these  private  purchases,  the 
Terminal  Company  acquired,  through  exchange  with  the  Pacific  Electric 
Railway,  the  former's  car-barn  site  at  Seventh  Street  and  Central  Avenue. 
This  area  amounted  to  293,000  square  feet,  giving  the  Terminal  Company 
a  present  area  of  800,000  square  feet  of  land.     Extensive  development  has 


Real   Estate  Studies  489 

occurred  upon  this  property  by  the  construction  of  modern  two  and  three- 
story  concrete  buildings  in  which  has  been  located  a  large  part  of  the 
wholesale  produce  business  of  the  city. 

ihc  most  recent  large  purchase  of  industrial  lands  occurred  when  the 
Salt  Lake  Railroad  in  1917  made  its  purchases  for  the  proposed  Hunter 
Street  Terminal,  located  on  Hunter  Street  east  of  and  fronting  on  Alameda 
Street.  These  purchases  provided  for  a  large  terminal  area  approximately 
425  feet  in  width  extending  from  Alameda  Street  to  Lemon  Street,  with 
a  right  of  way  extending  from  the  east  end  of  the  property  to  connection 
with  existing  Salt  Lake  tracks  at  Butte  Street. 

No  development  has  yet  taken  place  on  this  property  outside  of  the 
clearing  of  the  land. 

PROBABLE  FUTURE  DEVELOPMENT 
Business 

The  growth  of  the  city  has  been  sketched  in  Chapter  HI  of  this  report. 
It  may  lie  well,  however,  even  at  the  risk  of  repetition  to  deal  with  this 
subject  once  more  from  the  point  of  view  of  our  real  estate  studies. 

The  original  center  of  the  City  of  Los  Angeles  was  around  the  old 
plaza.  E.xpansion  has  gradually  forced  this  center  south  and  west.  From 
the  plaza,  there  was  a  move  to  F'irst  and  Spring:  from  there  to  Fifth  and 
Spring;  and  from  there  to  Seventh  and  Broadway.  This  is  the  present 
shopping  center  of  the  city.  .Around  this  center  a  large  area  of  flat  land 
is  adaptable  to  business  purposes.  This  fact  creates  the  opportunity  for 
the  widening  of  the  business  belt,  so  that  at  the  present  time  this  district 
is  undergoing  an   ex])ansion   in  a  westerly  as   well  as  a  southerly  direction. 

The  center  of  the  financial  district  at  first  coincided  with  the  center 
of  the  shopping  district.  Later,  when  the  latter  district  moved  south  on 
Broadwav,  the  financial  district  remained  on  Spring  Street.  At  the  present 
time  its  center  is  at  Sixth  and  Spring  Streets. 

The  development  of  the  main  business  district  of  Los  .\ngeles  within 
the  course  of  a  normal  life  will  probably  be  confined  to  the  territory  bounded 
bv  Main.  Pico,  Figueroa,  Sixth,  Hill  and  First  Streets. 
Industrial 

The  main  industrial  development  of  Los  .Angeles  will  likely  be  in  a 
southerly  direction  and  will  be  confined  to  the  territory  east  of  Alameda 
Street  from  North  Broadway  to  Seventh  Street  and  continuing  southerly 
into  the  large  area  of  flat  lands  adaptable  to  development  in  the  vicinity  of 
\ernon. 

All  of  the  industries  requiring  a  large  amount  of  land  will  probably 
be  ultimatelv  located  south  of  the  present  city  limits  in  the  City  ..f  \'.rnon. 


490  Los    Anxeles    Terminal    Investigation- 

The  character  of  these  hinds  renders  them  immediately  desirable  to  in- 
dustries requiring  large  areas,  since  they  are  in  close  proximity  to  a  resi- 
dential section  particularly  adapted  to  less  expensive  homes. 

Among  the  chief  advantages  of  this  section  are  the  adequate  trans- 
portation facilities  now  available  and  the  large  flat  areas  uncut  by  streets 
and  ready  for  the  immediate  establishment  of  all  classes  of  large  industrial 
concerns. 

The  present  industrial  district  has  a  tendency  to  parallel  the  Los  An- 
geles River.  The  main  business  streets  of  Los  Angeles  deviate  from  the 
general  direction  of  the  river,  and  therefore  from  the  industrial  district  at 
approximately  an  angle  of  45  degrees.  Therefore,  the  further  south  the 
industrial  district  extends,  the  further  away  it  will  be  from  the  business 
center. 

This  fact  makes  it  apparent  that  in  order  to  serve  the  business  district 
adequately,  industries  must  at  some  future  date  locate  west  of  Alameda 
Street.  At  the  present  time,  Alameda  Street  practically  forms  the  western 
boundary  of  spur  tracks.  This  is  very  satisfactory  in  the  present  con- 
dition of  the  city  in  that  the  distance  between  the  business  district  and  the 
industrial  district  is  not  so  great  as  to  cause  inconvenience.  But,  as  men- 
tioned above,  the  entire  business  district  is  moving  southward  and  through 
this  movement  a  genera!  divergence  takes  place  between  these  two  districts. 
\\'e  believe,  therefore,  that  one  of  the  developments  of  the  future  will  be 
the  changing  of  the  western  boundary  of  the  industrial  district  from  Alameda 
Street  to  Central  Avenue.  We  also  believe  that  there  will  be  a  demand 
for  spur  track  facilities  south  of  Sixth  Street  between  Alameda  Street  and 
Central  Avenue. 

Residential 

The  future  develo])ment  of  residential  propertv  will  probably  continue 
at  a  normal  rate  of  growth  in  its  present  direction. 

Effect  of  Recommendations 

Our  recommendations  will  af¥ect  the  future  Inisiness  and  industrial 
development  of  the  city  and,  to  a  lesser  extent,  the  residential  development. 
Speaking  of  the  "business  district,"  a  distinction  should  be  made  between 
what  might  lie  termed  the  "shopping  district,"  the  "financial  district"  and 
the  "general  business  district"  (office  buildings,  hotels,  etc.).  The  shopping 
district  will  not  be  materially  affected  in  its  normal  expansion  as  suggested 
heretofore.  The  location  of  a  union  terminal  at  the  Plaza  will  tend  to 
stabilize  the  financial,  office  and  hotel  area  in  the  downtown  district  and 
there  will  be  a  further  effect  towards  such  stabilization  by  the  elimination 
of  grade   crossings   and   the   construction   of  viaducts   across  the   river  and 


Real   Estate  Studies  491 

across  the  railroad  trackage  adjacent  to  the  river  as  proposed  in  our  recom- 
mendations. Stabilization  will  be  even  more  affected  by  the  carrying:  out 
of  our  recommendations  with  reference  to  electric  rapid  transit  facilities. 
especially  the  construction  of  a  subway  on  Main  Street  and  the  elevated 
railway  near  Sixth  Street  and  east  of  Main  Street. 

While  we  are  satisfied  that  the  carrying  out  of  these  recommendations 
will  have  such  an  effect  towards  stabilization,  the  continued  expansion  and 
growth  of  the  entire  downtown  business  area  will  not  be  interfered  with 
and  the  1)enefits  that  we  expect  will  come  largely  from  a  stabilization 
of  land  and  business  values  in  areas  that  are  already  within  the  business 
district. 

The  industrial  district,  of  course,  will  be  very  vitally  affected  by  all 
of  our  recommendations,  particularly  by  the  ones  dealing  with  the  elimina- 
tion of  grade  crossings,  with  Alameda  Street  and  with  the  spur  track 
situation.  It  is  not  necessary  to  repeat  here  what  these  effects  in  their 
entirety  will  be  since  they  have  already  been  discussed  at  length.  Nor 
will  it  be  necessary  to  repeat  the  benefits  to  all  of  the  interests  involved, 
especially  to  industrial  and  business  districts.  The  residential  develop- 
ment will  be  affected  principally  on  the  east  side  of  the  Los  Angeles  River 
through  grade  crossing  elimination  and  in  a  more  or  less  indirect  manner  in 
outlying  and  suburban  districts  and  communities  by  all  of  our  recom- 
mendations affecting  rapid  transit  intcrurban  service. 

LAND  ESTIMATES  FOR  VARIOUS  PLANS 

The  total  estimates  for  all  plans  considered  in  the  reports  and  for  all 
recommendations  fall  under  three  general  heads: 

(1)  Estimates  dealing  with  union  passenger  stations. 

(2)  Estimates  dealing  with  improvements  in  freight  handling. 

(3)  Estimates  dealing  with  grade  crossing  elimination. 

Into  the  cost  of  the  plans  there  enters  the  question  of  cost  and  value 
of  lands.  In  all  of  our  estimates,  lands  have  been  included  and  treated  in 
the  following  manner:  our  estimates  of  cost  include  the  amount  of  new 
monev  required  and  this  includes  the  estimated  cost  of  the  acquisition  of 
the  necessan,^  lands.  As  stated  heretofore,  the  cost  of  acquisition  includes 
in  the  case  of  private  lands,  a  certain  amount  of  money  over  and  above  the 
market  value  of  the  land,  while  in  the  case  of  railroad  and  city  lands,  the 
market  value  alone  is  taken  into  the  estimates.  The  detailed  data  on  all 
of  these  land  estimates  are  available  but.  as  in  the  case  of  other  estimates, 
are  not  reproduced  in  this  report. 

The  item  of  land  estimated  is  not  of  controlling  importance  in  con- 
nection with  estimates  made  for  grade  crossing  elimination  and  for  im- 
provement in  the  handling  of  freight.  Costs  of  lands  are  of  very  great 
importance,    however,   and   may   possibly   become   the   controlling   factor   in 


492  Los    Angeles    Terminal    Investigation 

connection  with  the  plans  for  a  union  passenger  terminal.  It  is  for  this 
reason  that  there  is  given  in  this  chapter  considerable  detail  on  the  real 
estate  entering  into  the  various  passenger  terminal  plans. 

Special  land  studies  were  made  for  each  of  the  following  union 
passenger  terminal  plans:  (a)  Southern  Pacific  plan,  (b)  Barnard  plan,  (c) 
Santa  Fe  plan,  (d)  Hawgood  plan  and  (e)  Storrow  plan.  In  addition,  there 
is  the  engineering  department's  Plaza  plan,  making  six  plans  in  all  for 
which  real  estate  estimates  were  made.  For  the  Barnard,  Hawgood  and 
Storrow  plans,  the  estimates  cover  only  the  station  site  and  immediate 
approaches.  For  the  other  plans,  the  estimates  include  not  only  this  land 
but  also  real  estate  necessary  for  connecting  tracks,  additional  rights  of 
way  and  parking  or  plaza  areas.  All  of  the  details  are  available  in  the 
engineering  department,  and  it  is  to  be  understood  that  the  area  assigned 
to  the  various  plans  and  the  estimated  figures  are  not  comparable  until 
proper  allowances  for  this  differing  treatment  of  the  different  plans  have 
been  made. 


Southern  Pacific  Plan 

The  Southern  Pacific  plan  provides  for  the  location  of  the  union 
passenger  station  at  the  present  Arcade  Depot. 

By  far  the  largest  per  cent  of  real  estate  necessary  is  in  present  railroad 
ownership. 

Fig.  181  (see  page  493)  shows,  within  the  limits  of  the  map,  the  lands 
which  would  be  in  railroad  use  if  the  Southern  Pacific  plan  were  adopted. 
This  map  covers,  generally  stated,  the  industrial  and  railroad  district  in 
Los  Angeles.  The  following  figures  with  reference  to  the  lands  involved 
in  this  plan  cover  only  such  lands  as  are  shown  on  the  map.  (Similar 
Maps  Fig.  182  (see  page  497)  and  Fig.  183  (see  page  499)  are  presented 
later  for  the  Santa  Fe  and  Plaza  plans  and  in  each  case  the  gross  area  of 
the  map  is  the  same,  so  that  the  figures  given  under  the  three  plans  are 
i'iimparal)le. 

There  is  involved  in  the  Southern  Pacific  plan  a  total  of  49,529.872 
square  feet  of  land  which  will  be  used  by  the  various  railroads  if  the  plan 
is  adopted.  This  includes  lands  in  present  railroad  ownership  and  lands 
in  present  private  ownership  which  are  necessary  to  provide  adequate  area. 
Lands  which  we  recommend  should  not  be  continued  in  transportation  use, 
mainly  the  Southern  Pacific  Coach  Yard  site,  are  not  included  in  the 
figures.     These  lands  have  a  total  cost  and  value  of  $31,179,943. 

This  total  is  comprised  of  properties  held  in  the  following  ownership: 


LAND  MAP  FOR  SOUTMEBN  RftCIFIC  PLAN 

SHOWMG 

U5E  OF  RAILBOAD  OWNED  LANDS 

AND 

PRIVATELY  OWNED  UNDS  TO  BE  ACQUIRED 

0  noo 

J „  I.-  -  

3C*LC  H   fttT 

LAMM-MI    VtHO'  IHMK    h 

CASE  970 


Q 


494  Los    Angeles    Terminal    Investigation 

LANDS  IN  RAILROAD  USE— SOUTHERN   PACIFIC   PLAN 

Area  Cost 

Owner                                                                             Square  Feet  and  Value 

Southern  Pacific   23,256,391  $9,754,228 

Santa   Fe    8,708,287  9.218,510 

Salt   Lake    11,532,651  4.223,522 

Pacific  Electric    4,645,238  6,574,349 

Total  Railroad 48,142,567        $29,770,609 

City  of  Los  Angeles 105,790  29,415 

Private     1,281,515  1,379,919 

Grand  Total   49.529.872        $31,179,943 

The  adoption  of  the  proposed  Sotithern  Pacific  plan  would  make  neces- 
sary the  acquisition  of  certain  lands  in  present  private  ownership.  By  far 
the  largest  percentage  of  the  area  making  up  the  total  is  already  in  the  pos- 
session of  the  Southern  Pacific  Company,  'i'he  private  lands,  outside  of 
those  existing  in  the  depot  block  itself,  are  made  up  entirely  of  small  parcels 
necessary  for  rights  of  way  and  approaches.  Of  the  total  area  of  land  in- 
volved. 1,281.315  s<(uare  feet  are  in  present  private  ownership.  For  this 
area,  we  estimate  a  total  cost  of  $1,379,919.  The  largest  single  area  com- 
prising this  total  is  made  up  of  certain  private  lands  east  of  the  Los  Angeles 
River  and  south  of  AUista  Street.  The  most  valuable  single  parcel  is  in 
the  Arcade  Depot  block.  Aside  from  the  private  lands  needed  to  fill  out  the 
proposed  depot  site,  all  other  new  lands  included  in  the  plan  are  made  up 
of  parcels  of  varying  sizes  needed  for  right  of  way  purposes. 

Almost  50  per  cent  of  the  cost  of  the  new  lands  required  for  the  opera- 
tion of  this  plan  is  comprised  of  private  lands  lying  within  the  present  Arcade 
Depot  block.  The  intrinsic  value  of  these  properties  is  not  particularly 
high,  but  the  owners  attach  a  certain  strategic  importance  to  them  on  ac- 
count of  the  generally  accepted  fact  that  the  Sotithern  Pacific  Company 
will  ultimately  require  these  parcels.  The  past  purchases  by  this  company 
in  this  block  have  been  made  at  very  high  figures,  and  the  eft'ect  of  these 
purchases  is  reflected  in  the  attitude  of  the  owners. 

To  complete  the  area  required  for  the  station  site  itself,  in  this  pro- 
posed plan,  it  will  be  necessary  to  acc|uire  propertv  in  the  block  bounded  by 
Fourth,  Sixth,  Central  and  Alameda  Streets  at  present  privately  owned, 
aggregating  49,994  square  feet,  for  which  we  estiiuate  the  sum  of  $569,994  as 
being  the  probable  cost  to  acquire. 

The  balance  of  this  block  is  owned  by  the  Southern  Pacific  Company 
and  Wells  Fargo  and  Company,  as  follows : 

Area  Present  Value 

in  Square  Feet  by  Eng.  Dept. 

Southern  Pacific  Company   646,951  $2,101,128 

Wells  Fargo  and  Company 10,000  70,000 

Total    656,951  $2,171,128 


Real   Estate  Stldies  495 

As  the  Tiaza  plan  provides  an  artistic  plaza  in  front  of  the  depot 
structure,  it  would  be  necessar)-,  in  order  to  make  a  fair  comparison,  to 
provide  for  a  similar  plaza  in  front  of  the  present  Arcade  depot.  The  value 
of  this  location  from  a  civic  standpoint  is  not  nearly  so  great  as  the  Plaza 
location,  and  there  is  less  opportunity  for  beautilication  or  any  develop- 
ment along  the  lines  of  city  planning.  Also  there  would  be  no  sentimental 
value  attached  to  any  plaza  at  the  Arcade  site.  To  put  the  two  plans  upon 
a  comparable  basis,  it  has  been  necessary  to  estimate  a  probable  cost  for  the 
creation  of  a  plaza  at  the  Arcade.  The  consummation  of  this  idea  can, 
however,  be  accomplished  only  at  very  great,  if  not  prohibitive,  expense. 
The  property  immediately  adjoining  the  Arcade  depot  is  of  a  valuable 
business  character.  Further,  due  to  past  activities,  the  speculative  aspect 
is  very  apparent  and  enters  very  materially  into  any  scheme  which  pro- 
vides for  the  acquisition  of  additional  land  in  that  vicinity. 

The  development  of  Fifth  Street  is  quite  substantial  and  while  it  is  not 
of  a  first  class  business  character,  the  retail  value  of  property  along  that 
street  is  considerable.  An  estimate  covering  the  smallest  amount  of  land 
that  it  would  l)e  possible  to  develop  into  a  plaza  would  require  a  cost  of 
$739,2.t1  for  the  land  alone.  exclu.sive  of  improvements  estimated  at  $243,000. 
This  cost  creates  a  plaza  by  no  means  equal  to  the  one  developed  by  us 
for  the  Plaza  plan,  allowing  only  65,871  square  feet  of  new  private  land  for 
the  Southern  Pacific  plan  as  against  161,202  square  feet  of  the  Plaza  plan. 
We  have  not  included  the  Southern  Pacific  plaza  in  any  of  our  estimates. 

The  adoption  of  the  Southern  Pacific  plan  would  cause  the  least  re- 
adjustment of  realty  values  of  any  of  the  plans.  Practically  no  decreases 
in  real  estate  values  would  result.  On  the  other  hand,  no  great  gains  would 
follow :  Those  that  would  come  about  would  be  limited  to  the  very  small 
area  of  business  in  the  vicinity  of  the  depot,  together  with  the  business 
district  e.xisting  on  Fifth  Street.  Also,  property  values  on  Third,  Fourth 
and  Sixth  Streets  would  be  slightly  increased.  The  district  in  the  vicinity 
of  the  Plaza  would  not  be  particularly  affected.  Rapid  decrease  has  taken 
place  in  this  district  within  recent  years  and  the  location  of  the  Union 
Passenger  Depot  at  the  Southern  Pacific  site  would  not  materially  ac- 
celerate decrease  in  this  territory.  The  Southern  Pacific  plan  would  not 
materiallv  aflfect  values  in  the  vicinity  of  the  Santa  Fe  station  either  by 
increasing  or  by  decreasing  them. 

Santa  Fe  Plan 

The  Santa  Fe  plan  provides  for  the  location  of  tlic  union  passenger 
depot  at  the  present  site  of  La  Grande  Depot  at  First  Street  and  Santa  Fe 
Avenue.  Practically  all  of  the  real  estate  involved  in  this  plan  is  in  present 
railroad  ownership,  by  far  the  larger  part  of  the  railroad  property  involved 
belonging  to  the  Santa  Fe. 


496  Los    Angeles    Terminal    Investigation 

There  is  involved  (within  the  limits  considered)  in  the  Santa  Fe  plan 
a  total  of  50,473,231  square  feet  of  real  estate  which  would  be  used  by  the 
several  railroads  in  the  operation  of  the  plan.  Fig.  182  (see  page  497) 
shows  these  lands.  Of  this  total  area,  1,733,547  square  feet  represent  new 
(private)  lands,  and  105,790  square  feet  are  lands  owned  by  the  city.  Land 
which  we  recommend  be  no  longer  continued  in  railroad  use — the  Southern 
Pacific  Arcade  site — is  not  included  in  the  figures. 

This  total  area  of  land  aggregates  a  total  estimated  cost  and  value  of 
$9,900,108. 

These  real  estate  properties  involved  comprise  lands  in  the  following 
ownerships : 

LANDS  IN  RAILROAD  USE— SANTA  FE  PLAN 

Owner                                                                       Square  Feet  Cost  and  Value 

Southern    Pacific     23,457,510  $9,685,572 

Santa  Fe   8,708,287  9,218,510 

Salt  Lake 11,822,859  4,315,003 

Pacific  Electric   4,645,238  6,574,349 

Total    Railroad    48,633,894  $29,793,434 

City   of   Los   Angeles    105,790  $      29,415 

Private 1,733,547  1,227,662 

Grand    Total    50,473,231  $31,050,511 

As  shown  in  the  total  above,  the  private  lands  involved  in  this  plan 
amount  to  1,733,547  square  feet.  These  lands  have  been  appraised  at  an 
estiinated  present  value  of  $821,499,  to  which  we  have  added  an  estimated 
additional  cost  to  acquire  of  $406,163,  giving  a  total  estimated  cost  of 
$1,227,662. 

The  chief  item  of  new  lands  pertaining  to  this  plan  is  represented  by 
additional  lands  required  for  the  proposed  coach  yard  site  to  be  located  at 
the  present  site  of  the  Santa  Fe  shops  at  Butte  Street.  These  new  lands, 
"liigregating  a  total  area  of  534,545  square  feet,  are  appraised  at  a  present 
value  of  $250,360,  to  which  has  been  added  an  estimated  additional  cost  to 
acquire  amounting  to  $160,537,  giving  a  total  estimated  cost  of  $410,897. 
The  balance  of  the  new  lands  required  for  this  plan  is  represented  by  parcels 
of  various  sizes  necessary  for  right  of  way  purposes. 

The  location  of  the  union  passenger  depot  on  the  proposed  Santa  Fe 
site  would  result  in  material  decrease  of  properties  in  the  vicinity  of  the 
Southern  Pacific  station.  This  decrease  will  not  only  result  in  a  consider- 
able loss  upon  the  Southern  Pacific  station  site  itself,  but  would  be  further 
reflected  in  the  business  district  in  the  vicinity  of  the  Southern  Pacific  sta- 
tion along  Fifth  Street  and  also,  to  some  extent,  along  Fourth  and  Sixth 
Streets. 


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498  Los    Angeles    Terminal    Investigation 

Industrial  values  in  the  vicinity  of  the  Santa  Fe  site  would  probably 
show  material  increase,  but  as  this  district  is  already  permanent,  the  devel- 
opment would  not  be  as  marked  as  in  the  case  of  the  Plaza  plan. 

By  the  opening  of  Fifth  Street  through  the  Southern  Pacific  station  site 
(as  in  Plaza  plan),  another  through  and  convenient  street  would  exist  to 
furnish  quick  access  to  the  business  district.  The  opening  of  this  street 
would  develop  quite  extensively  the  property  east  of  the  Arcade  depot  site 
and  would  tend  to  alleviate  decrease  in  business  values  on  Fifth  Street. 

Plaza  Plan 

There  is  involved  (within  the  limits  considered)  in  the  Plaza  plan  a 
total  of  50,415,983  square  feet  of  land  which  will  be  used  by  the  various  rail 
lines  if  the  plan  is  adopted.  This  includes  lands  in  present  railroad  owner- 
ship and  lands  in  present  private  ownership,  which  are  necessary  to  provide 
adequate  area.  These  lands  have  a  total  cost  and  value  of  $32,100,225  and 
are  shown  on  Fig.  183  (see  page  499).  Lands  which  we  recommend  be 
discontinued  from  transportation  use — the  Southern  Pacific  Arcade  station 
site  and  the  Southern  Pacific  coach  yard  site — are  not  included  in  these 
figures. 

This  total  is  comprised  of  properties  held  in  the  following  ownerships : 

LANDS  IN  RAILROAD  USE— PLAZA  PLAN 

Owner  Square  Feet  Cost  and  Value 

Southern  Pacific    22,.S13,9JI2  $8  034.310 

Santa  Fe    '. 8,708.287  9,218,510 

Salt   Lake    11,S32,6.S1  4,223,522 

Pacific   Electric   4,645,238  6,574,349 

Total   Railroad    47,400,108  $28,050,691 

City,  of  Los  Angeles   162,141  144,412 

Private     2,853,734  3,905,122 

Grand    Total    50,415,983  $32,100,225 

Involved  in  the  Plaza  plan  are  some  2,853,734  square  feet  of  private 
(new)  lands,  which  have  been  appraised  at  an  estimated  present  value  of 
$2,938,196,  to  which  we  have  added  an  additional  cost  to  acquire  of  $''96,926, 
giving  a  total  estimated  cost  of  $3,905,122. 

For  the  construction  of  the  proposed  Plaza  union  station  as  outlined  in 
the  Plaza  plan,  it  is  necessary  to  acquire  a  considerable  amount  of  lands  at 
present  privately  owned  lying  east  of  and  adjoining  North  Main  Street,  with 
a  depth  of  500  feet  easterly  therefrom  and  extending  from  Commercial 
Street  northeasterly  to  Redondo  Street.  For  the  proposed  station  site  itself, 
it  will  be  necessary  to  obtain  possession  of  1,782,858  square  feet  of  land  held 
in  fee  and  bounded  by  North  Main,  Redondo,  Date  (approximately  extended 
south)   and   Commercial   Streets.     This  property  will  have  to  be  purchased 


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500  Los    Angeles    Terminal    Investigation 

outrit^lit  in  its  entirety  and  is  all  at  present  privately  owned,  with  the  excep- 
tion of  the  small  holdings  of  the  Southern  Pacific  and  the  City  lying  within 
those  boundaries.  The  probable  cost  of  these  private  holdings  we  estimate 
at  $2,822,831. 

The  projjosed  Plaza  station  site  bounded  by  Commercial,  Redondo  and 
North  Main  Streets  and  a  line  extending  parallel  thereto  and  distant  .^00 
feet  westerly  therefrom,  is  comprised  of  the  following  lands: 

OWNERSHIP  OF  LAND— PROPOSED  PLAZA  UNION  STATION  SITE 

Areas  Square  Feet 

Area  in  Railroad  Ownership 178.958 

Area  in  City  Ownership 56,351 

Area  in  Private  Ownership 1,547,549 

Total  Area  held  in  Fee L782,858 

Area   in   Existing  Streets 840,590 


P( 

erCent 

6.8 

2.1 

59.1 

68.0 

32.0 

Total  Area  Proposed  Site 2,623,448  100,0 

The  estimated  cost  and  value  of  the  property  is  as  follows: 

OWNERSHIP  AND  COST  AND  VALUE  OF  LANDS 
PLAZA   UNION   STATION   SITE 

Ownership  Estimated  Cost  and  Value 

Railroad   $    282,249 

Private    2,822,831 

City   1 14,997 

Streets    None 


Total   $3,220,077 

The  abdve  tabulatidus  are  \ery  inipdrtant.  It  shnuld  be  mited  that  of  the 
total  area  comprising  the  proposed  station  site  aggregating  2,623,448  square 
feet,  840. .S90  square  feet,  or  32  per  cent,  is  re])resented  by  present  street 
areas  which  will  be  absor1)eil  in  the  plan.  In  other  words,  a  station  site 
comprising  over  2,600.000  square  feet  can  be  obtained  by  the  purchase  of 
only  1,782.000  square  feet  of  land  held  in  fee  by  jirivate  individuals.  By  the 
purchase  outright  of  68  per  cent  of  the  total  area  required,  32  per  cent  addi- 
tional can  be  obtained  by  the  closing  of  existing  streets,  a  net  gain  with- 
out cost. 

As  adequate  means  ha\e  been  taken  for  the  handling  of  all  traffic,  both 
present  and  pros]jecti\e,  through  the  rearrangeuient  of  streets  in  the  \icinity 
of  the  proposed  station  site,  the  street  areas  above  mentioned  should  be 
accpiired  without  cost  through  proper  action  by  the  City,  In  view  of  the 
great  civic  improvement  resulting  from  the  adojition  of  this  plan,  it  would 
be  to  the  City's  best  interest  to  permit  the  closing  of  these  streets. 

The  larger  pro])ortion  of  the  cost  attached  to  the  proposed  acquisitions 
pertains  to  property  lying  within  the  triangle  formed  by  Commercial,  North 
Main  and  Alameda  Streets.     The  lands  Iving  witliin  this  triangle  amount  to 


Ri:.\i.    MsTAii-:  Stidiks 


501 


J'lG.    1S4.      MAIX    STIU:I:T    .VORTH    FROII    M.VUKI.I     ^IHI.1,1 

Under  the  plan  recommended,  al!  hiiilril,iKs  to  the  right  of  Main  Street  and  beyond  the 
white  fared  building:  in  the  exact  center  of  the  picture  {whidi  is  the  northeast  corner  of 
North  Main  and  Commercial  Streetsi  would  he  d<-nrilish.-d.  This  corner  would  be  the 
closest  point  tn  the  business  district.  The  station  site  would  extend  from  this  corner  out 
Main  Street  to  its  point  of  disappearance  in  tlie  background,  takins  in  all  lands  of  a  width 
of  three  blocks  to  the  right  of  Main  Street. 


FIG.   IN.-,.     >i\i>  sti«i;i:t  hkt«  i:k\  «ommeiuiai.  sthkkt    \m>    iiii.   im  v/,  \ 

This  picture  shows  a  close-up  view  of  building"  on   the  east  side  ..f  the  street. 


THE  JOHN  RANDOLPH  HAYNES  AND 

DORA  HAYNES  FOUNDATION 

LIBRARY 

LOS  ANGELES,    -  -    CALIFORNIA 


502 


Los    Anueles    Termin'ai.    Ixvestigation 


This  view  is  looking  noi't 
proposed  station  site. 


FIG.  ISB.   MAIX  STREET  XORTH  FROM  THE  PLAZA 

All   hiiildings  in   the   immediate  toregroiimi   lie  witliin   the 


FIG.  187.      MAIN   STREET   BETWEEN   MARCHESSAULT   AXD   MACY   STREETS 

This   picture   gives  a   close-up    view   o£  the   buildings   on    tho   east   side   of   Main    Street, 
north   o£   the  Plaza. 


ti;Ai,   Estate  Sti-dies 


503 


FIG.    188.      PI.AZA    STKEET    BET\VEK!«    MAI>    AXD   l,OS    AXGEI.ES   STREETS 

This    view    sliows    existing    Iniikiinss    on    this    street    between    Main    and    Los    Angeles 
streets;  also  those  on   the  east  side  of  Los  Angeles  Street. 


a  total  area  of  582,426  square  feet  having  a  present  value  of  $1,393,843,  for 
which  has  been  estimated  a  total  cost  of  $1,827,479.  The  ])roperty  con- 
tained in  this  trianj^le  is  of  a  l)usincss  character  and  thuugh  it  is  located  in  a 
district  tliat  has  depreciated  very  niatcri;itly  and  very  rai)idly  in  recent 
years,  the  inisiness  value  of  the  land  adds  greatly  to  the  cost  of  the  plan. 

This  cost,  however,  is  offset  by  the  many  fa\nraljle  features  connected 
with  the  location,  such  as  its  ready  accessibility  and  its  adaptability  to  at- 
tracti\e  deveIoi)nu-iit.  i'ractically  all  of  the  lands  cmitained  within  this 
triangle  are  improved  properties.  The  imi)rovements  vary  from  two  to  three 
story  buildings  of  an  obsolete  character  (but  of  still  good  construction),  used 
for  retail  business,  to  one  story  brick  and  frame  shops  carrying  on  a  small 
manufacturing  business. 


The  retail  business  is  confined  almost  exclusively  to  the  Main  Street 
frontage,  which  is  occupied  by  small  retail  stores  catering  mainly  to  Mex- 
ican trade.  The  business  on  Los  Angeles  Street  is  more  of  a  wholesale 
nature.  Hetween  I-os  Angeles  Street  and  .Mameda  Street  the  |>roperty  at 
present  comprises  a  section  of  Chinatown,  being  partially  occujiicd  by  two- 
storv  brick  buildings  leased  to  Chinese. 


504 


Los    AxtiEi.ES    Terminal    Lwestic.atiux 


KIG.    IKl).      I, OS    ANtiliLES    STHKKT    HKr\\  KK.N     ««l>lfc;mi.VL    A  MJ     VUCAUIA     STKliKTS 

This   picture   sliows    the   character   of   improvements    existing   on    the   west    side    of    tlie 
sli'eet. 


RicAr.   Estate  Stidies 


505 


Mill.    I. US  \\<;i':i.i:s  ••■I'liioi"!' h"i«o>i  Aiti  \im\  s'iiti.;i:i 


I'o  I'l.  \/.  \  >ri«KKr 


Tlie  character  of  existing  improvements  on  the  west  sirte  nf  the  street   Is  slmwii.     The 
Plaza  can  be  located  by  tlie  tree  in  the  right  center  of  the  picture. 


506 


Los    Angeles    Termixai.    Investigation 


I'Ki.    1!>I 


I-OS    AXGELES    SREET   PROM   THE   PI.AZ A    TOWARD    COMMERCIAL,    STREET 


The  huiklings  shown  are  the  same  as  in  Figs.  1S7  and  18S  but  looking  north  instead 
ot  soutli.  Tliis  picture  was  talten  from  tlie  Plaza  and'  shows  the  west  side  of  Los  Angeles 
Street  from  the  Plaza  almost  to  Commercial   Street. 


RiiAi.    Estate  Sitdiics 


507 


•"!<;.  11«.      I, OS   .WnELBS  STREET  SOl'TI 


All  buildings   on   both   sides   of  street   up   to  the   Itrsi 
car)    in   the   foreground  will   be  demolished. 


I'Kini     VI.IXO    STIIKIOT 

;s  street    (opposite    the   street 


l,OS    ANGELES    STREET    AND   "XEGRO    AI,1,EV 


This  picture  shows  the  class  of  buildings  on  the  I^os  Angeles  iSlreet   frontage   of  the 
block  bounded  by  Los  Angeles.  Aliso,  Alameda  and  Ferguson  Alley. 


508 


Los    AxGELES    Tekminal    Investigation 


FICi.    I!)4.      1-IJON  l'.\«.I-:  ON   THK    W  K".!'    ".IDK  OV  THK   IXTKKSIiCTIO.X    OF    l.OS   A>(iEI,KS 

AMI    ALAMEDA    STKEETS 

All   buildings   ^liown  will    be  demolished.      The   large  three- story   brick   building    is    the 
Plaza   Substation    ot   the   Los   Angeles   Railway. 


FIG.    m.-..      INTERSECTION    OF    l.OS   ANGELES   AAl)    AI.AMEDA    STREETS 

All    buildings    with    the    exception    of   that    at    the    immediate    left    will    b^    demolished. 


Real   Estatk  Stidif.s 


509 


fk;.  I'm;.     i>ii'I«(»\  i;>ii;n  is  i  I'on   iiii-,  ■■ikiim:!!  i'\  ui-'iiii;  on.  ui:i,i.  m  im'I.i 

(  (nil'  \M 


FKi.    1!IT.       l.< 


)«KIN(i    i;\SI     A(  UOSS     \1 


s    \i.ii\Miii(\    w  i-.M  i:    \i    \i  \Mi;i)\   sini;i;: 


This  view  shows  the  pipe  yard  of  the  Oil    \\\-U  Supply  Oon.pa.iy   with   the  plant  of  tht- 
Fulton    Engine  Works   at   the    extreme   left. 


510  Los   Angeles    Terminal    Investigation 

The  balance  of  the  proposed  station  site,  other  than  this  triangle,  is 
made  up  of  excellent  industrial  property,  either  used  for  that  purpose  at 
the  present  time  or  held  for  future  development  of  that  character.  Alameda 
Street  furnishes  the  valuable  features  of  the  location,  as  it  is  the  main  artery 
of  travel  through  the  industrial  district.  In  this  territory  are  three  large 
industrial  concerns  that  have  been  substantially  located  for  a  considerable 
period  of  time.  There  are,  however,  several  large  parcels  of  property  of 
an  industrial  nature  that  await  development.  They  are  held  for  prospective 
sale  and  are  vacant  and  practically  without  use  at  present. 

In  addition  to  the  streets  in  this  district,  over  which  the  City  has  con- 
trol, it  also  owns  outright  fee  to  56,351  square  feet  of  land  within  this 
triangle,  comprising  a  fire-house  site  upon  Aliso  Street,  the  parcel  used  by 
the  Water  Department  upon  Los  Angeles  Street,  and  the  old  Plaza.  The 
value  of  these  parcels  is  included. 

The  railroad  lands  contained  in  the  estimates  pertaining  to  this  plan 
comprise  all  of  the  railroad  holdings  which  will  be  used  in  conjunction 
with  the  operation  of  the  various  roads.  It  is  assumed  that  no  new  money 
will  be  expended  to  accomplish  the  transfer  from  one  railroad's  use  to  an- 
other of  these  various  railroad  properties  and  that  the  only  new  money 
necessary  will  be  for  the  purpose  of  acquiring  lands  at  present  privately 
owned. 

A  very  large  percentage  of  the  costs  of  new  lands  pertaining  to  the 
Plaza  plan  is  the  result  of  the  inclusion  of  a  plaza  in  front  of  the  new  union 
station  building.  This  is  not  necessary  from  a  railroad  operating  stand- 
point, and  traffic  could  probably  be  handled  without  this  additional  space. 
But  from  a  civic  standpoint  it  would  not  seem  advisable  to  construct  a  new 
depot  without  giving  it  the  proper  setting.  The  Plaza  will  provide  an 
attractive  entrance  to  the  station  and  will  furnish  additional  parking  space 
and  more  convenient  access  for  the  traveling  public.  From  the  standpoint 
of  civic  pride  and  public  interest,  the  sentimental  value  of  a  new  i)laza.  even 
though  it  carries  a  very  material  additional  expense,  is  something  that  should 
be  given  weight. 

Of  the  station  site  itself,  276,250  square  feet  are  devoted  to  Plaza  pur- 
poses, and  of  this  area,  161,202  square  feet  will  have  to  be  purchased  at  an 
estimated  cost  of  $678,186. 

Effect  on  Land  and  Business  Values 

The  establishment  of  a  union  passenger  station  at  the  Plaza,  in  our 
opinion,  will  result  in  a  marked  increase  in  the  desirability  of  the  business 
district  upon  Main  Street,  from  Sixth  to  Commercial  Street;  upon  Spring 
Street,  from  Fifth  to  Temple  Street;  and  upon  Broadway,  from  Fifth  to  First 
Street.  We  also  expect  an  increase  in  industrial  values  in  the  district  lying 
north  of  First   Street,  between  Alameda  Street  and   the   river,  and  also  on 


1\[;ai.   Asiatic  Studies  511 

property  on  Los  Angeles  Street  between  Sixth  and  Ci)nimercial  Streets.  By 
the  suggested  opening  of  Fifth  Street  through  the  ])resent  Southern  Pacific 
Station  site,  a  material  enhancement  in  values  would  take  place  in  tlie  indus- 
trial lands  east  of  Alameda  Street  between  Third  and  Sixth  Streets.  Values 
in  the  vicinity  of  the  Santa  Fe  Station  would  not  be  subject  to  material 
changes,  but  whatever  change  takes  place  will  be  an  increase.  Some  im- 
mediate, but  temporary,  decrease  in  values  in  the  business  district  in  tlie 
vicinity  of  the  Southern  Pacific  Station  may  result  and,  if  this  station  be 
aband(jned,  the  station  site  itself  may  suffer  a  loss  of  value.  The  value  of 
properties  on  Third  and  Fourth  Streets  would  probably  be  unaffected. 

Summing  up  the  three  plans :  The  Southern  Pacific  plan  would  result 
in  the  least  unsettlement ;  the  Plaza  plan  wtnild  make  necessary  the  greatest 
adjustment:  and  the  Santa  Fe  plan  would  fall  midway  between  these  two. 
Tlie  adjustment  following  the  operation  of  the  Plaza  plan,  while  not  par- 
ticularly desirable  to  certain  of  the  i)ro))crty  owners  in  Los  .-Vngeles,  would 
result  in  a  very  material  net  gain  through  the  considerable  increase  of  values 
throughout  a  large  area. 

In  view  of  the  very  great  immediate  benefits  and  of  the  tremendous 
ultimate  benefits  resulting  from  the  adoption  of  this  plan,  through  which 
considerable  profit  will  be  directed  toward  owners  of  real  estate  in  the  gen- 
eral vicinity  of  the  proposed  station,  we  believe  that  the  cost  of  these  new 
lands,  nearly  $3,000,000.  can  be  greatly  reduced,  if  not  entirely  covered. 
through  private  subscrii)tion  of,  or  assessment  upon,  the  owners  of  lands 
who  will  be  materially  benefited. 

It  is  entirely  logical  to  assume  that  i)ersons  deriving  benefit  from  the 
location  of  the  station  at  this  site  should  bear  a  portion  of  the  cost  of  such 
location,  and  it  seems  eminently  fair  to  ask  these  beneficiaries  to  provide 
the  necessary  land. 

This  could  be  accompli.shed  through  voluntary  action  either  by  the 
formation  of  local  as.sociations  to  handle  the  problem  or  through  legislative 
action  bv  the  City.  This  is  a  matter  somewhat  outside  the  scope  of  this 
report,  but  it  .should,  in  our  opinion,  be  given  special  attention  by  the  Com- 
mission and  by  the  City  authorities. 

DAMAGES  CAUSED  BY  PROPOSED  VIADUCTS 

As  a  result  of  the  construction  of  the  proposed  new  viaducts  across  the 
Los  \ngeles  River,  there  would  be  certain  damages  to  the  lands  fronting 
upon  these  viaducts  due  to  the  obstruction  or  loss  of  the  frontage  of  these 
properties. 

Estimates  have  been  made  of  these  damages,  and  it  is  found  that  they 
total  $530,516  for  the  several  viaducts. 

Due  to  the  nature  of  the  subject,  no  particular  discussion  can  be  en- 
gaged   in   without   entering   into   the   -letail   of  each   estimate,   and   for  that 


51. 


Los    .\xi;eles    Terminal    Investigation 


reason,  reference  here  will  be  limited.  The  subject  of  viaduct  land  damages 
furnished  a  rather  intangible  situation  in  that  it  was  necessary  to  view  the 
viaduct  as  actually  constructed  and  the  property  affected  in  its  resultant 
condition  after  this  construction.  It  was  the  object  of  our  investigation  to 
consider  probable  conditions  resulting  from  the  construction  of  these  via- 
ducts which  would  in  any  way  influence  the  value  of  the  properties  fronting 
thereon.  Individual  ownership  was  considered  as  a  basic  standard  and 
damage  was  regulated  by  the  extent  of  the   individual   ownership   involved. 

The  character  of  the  property,  such  as  its  size  and  location  within  the 
limits  of  the  viaducts,  means  of  other  access  and  its  present  physical  condi- 
tit>n.  formed  the  basis  of  our  estimates.  Allowance  and  difference  were 
made  for  the  degree  of  obstruction  or  total  loss,  varying  with  the  probable 
condition  of  the  property  after  the  construction  of  the  viaducts. 

We  find  that  a  total  of  26,524  front  feet  of  real  estate  is  affected  by  the 
proposed  construction. 

Below  is  a  tabulation  of  our  estimates  bv  viaducts: 


ESTIMATED   DAMAGE   RESULTING   FROM    PROPOSED 
VIADUCT  CONSTRUCTION 

Property  Damages 

Estimated 

Front  Feet  Amount 

Viaduct                                                                    Involved  of  Damages 

North  Main  over  River   3.441  $92,050 

North  Main  over  Redondo  Street 1,902  67,310 

Macy  Street  over  River 1,545  30,495 

Macy  Street  over  Depot 1.324  31.951 

Aliso  Street  over  River 6,069  69,151 

First  Street  over  River 2,188  1 5,650 

Fourth  Street  over   River 4.063  36,632 

Seventh   Street  over   River 2,915  141,316 

Ninll.  Street  over  River 3,077  45,955 

Butte  Street  over  Santa  Fe  Ave None 

Baker   Street    None 

Total   26,524  $530,516 


LANDS    THAT    MAY    BECOME    UNNECESSARY    FOR    RAILROAD 
USE   (NON-OPERATIVE  LANDS) 

Through  the  operation  of  either  of  the  three  principal  plans,  a  great 
amount  of  real  estate  at  present  either  used  for  railroad  purposes  or  held 
for  future  development  will,  in  our  opinion,  become  unnecessary  for  railroad 
use  and  can  be  added  to  the  total  area  of  industrial  lands  susceptible  of 
private  development. 


Rkai,   Estate  Sti'dif.s  513 

This  does  not  mean  that  the  railroad  companies  must  necessarily  dis- 
pose of  a  portion  of  their  holdings,  but  in  view  of  the  fact  that  these  lands 
will  not  be  needed  for  railroad  operation  and  the  companies  can  voluntarily 
disiKjse  of  them  (jr  hold  such  areas  as  non-operative  property,  it  was  thouglu 
advisable  to  estimate  their  probable  value  in  case  they  were  so  disposed  of 
or  salvaged. 

1  he  salvage  value  ti.xed  in  tin-  estimates  shown  below,  covering  the 
salvage  value  of  the  lands  which  may  become  unnecessary  for  railroad  use, 
make  up  the  value  which  will  ])robably  i)ertain  to  these  lands  should  they 
become  non-operative. 

In  considering  the  possible  release  of  these  various  parcels  of  railroad 
lands,  it  has  not  been  assumed  that  a  condition  of  forced  sale  will  exist  and 
the  figures  fixed  do  not  represent  a  sacrifice  condition.  The  figures  placed 
upon  these  salvage  parcels  represent  their  probable  value  under  normal  con- 
ditions of  absorption  and  with  no  restrictions  i)laced  upon  their  disposal.  In 
other  words,  it  is  assumed  that  the  carrier,  if  it  should  be  desired  to  sell 
these  lands,  will  lie  at  liberty  to  carry  the  property  for  whatever  period  is 
deemed  lit  and  that  no  specified  date  will  be  fixed  at  which  all  of  these 
parcels  will  be  disposed  of. 

This  is  a  very  imi)ortant  factor  in  the  problem  for,  it  it  were  assumed 
that  upon  the  operation  of  any  of  the  i)lans  involved  the  carrier  must 
necessarily  throw  upon  the  market  all  parcels  possible  of  salvage,  the  figure 
obtained  would  undoubtedly  be  considered  less  than  that  placed  upon  the 
property,  as  it  would  not  be  possible  to  force  the  sale  of  so  great  an  amount 
of  land  without  a  sacrifice. 

The  greatest  diiTerences  existing  between  salvage  value  and  present 
value  pertain  to  the  Southern  Pacific  station  site.  This  is  accounted  for  by 
the  fact  that  the  existence  of  the  depot  at  this  location  today  has  created  a 
certain  desirability  for  the  property  in  that  locality  which  will  be  immedi- 
ately destroyed  should  the  station  be  abandoned  at  that  point.  .\  small 
business  center  has  grown  up  around  this  depot  and  values  for  this  business 
property  exceed  very  materially  the  values  which  would  prevail  at  the  time 
of  the  abandonment. 

The  removal  of  the  railroad  facilities  from  this  property  would  immedi- 
ately place  this  vicinity  in  the  same  condition  as  other  property  along  Cen- 
tral Avenue  anil  Alameda  Street,  and  the  higher  value,  due  to  its  special 
features,  would  be  destroyed. 

It  is  to  be  understood  that  the  following  list  of  possible  non-operative 
properties  has  not  been  made  use  of  in  our  estimates  of  the  cost  of  the 
various  plans.  The  list  is  an  expression  of  opinion,  merely,  of  what  lands 
will  not  necessarily  be  operative  after  our  plans  will  take  care  of  all  needs 
in  Los  Angeles  for  the  near  future.  In  our  estimates  there  is  credit  taken 
for  land  salvaged  only  as  follows: 


514  Los    Angeles    Terminal    Invkstioatkin 

LANDS  CREDITED  IN  ESTIMATES  OF  COST  OF  PLANS 

Southern  Pacific  Santa  Fe  Plaza 

Lands                                                  Plan                  Plan  Plan 

Southern   Pacific   Coach   Yard $1,651,262         $1,651,262 

Southern  Pacific  Station  Site $1,719,918  1.719,918 

Salt  Lake  New  Right  of  Way— Ninth  to 

Sixteenth  Sts 91.481          91.481 

Total   $1,742,743         $1,719,918        $3,462,661 

Following  are  tabulation.s  showing,  by  plans,  the  property  which  may 
become  unnecessary  to  railroad  operation  by  the  adoption  of  the  respec- 
tive plans : 


Ri:.\i.   Estate  Stidies 


515 


TABLE  SHOWING 

SALVAGE  VALUE  OF  LANDS 
WHICH  MAY  BECOME  UNNECESSARY  FOR  RAILROAD  USE 

SOUTHERN  PACIFIC  PLAN 


Location  iuid  DfMrrii>tion  of  I^ircels 
Proposed  to  be  Salvaged 

LOS  ANGELES  4  SALT  LAKE 

Arroyo  Seco  Gravel  Pit. 

Between  North  Spring  and  West  Albion— Non- 
carrier  Parcel 

At  First  and  Myers  Sts.— Non-carrier  Parcels  (3) 

Yards— Between  Seventh  and  Hollenbeck— Non- 
carrier  Portion    , 

Yards— Between  }lollcnbeck  and  Ninth— Non- 
carrier  Portion 

Yards— Between  Ninth  and  Alosta- Non-carrier 
Portion 

Between   Alosta,   8oto  and   River — Non-carrier 
Portion 

Bridge  Across  Los  Angeles  River 

East  of  Soto  and  South  of  Alosta — Non-carrier 
Portion 

New  R.  W— Hunter  to  Ninth  Sts 

"  *  Ninth  to  Tent  li  Sts 

Tenth  to  Eleventh  Sts 

"  "         Eleventh  to  Fourteenth  Sts 

"  "         Fourteenth  to  I'ifteenth  St« 

"  "         Fifteenth  to  Sixteenth  Sts 

On  Santa  Fe  Ave.  near  2lith  St  .  Zone  4S  C-N.  C. 

Total  . 

SOUTHERN  PACIFIC 

Coach  Yard 

Northwest  corner  Violet  and  Santa  Fe  R.  W. 
Fronting   Alameda  and   Long  Beach   Aves.  at 

Twenty-fifth  St.  

North  Spring  between  Sotello  and  Mesnager  . . 
Southeast  corner  North  Spring  and  Sotello  (Old 

River  Station) 

Total 

SANTA  FE 

Shearer  St.  Freight  Yard 

North  side  Ninth — Adjoining  Santa  Fe  R.  W.. 
South  side  Ninth — Adjoining  Santa  Fe  R.  VV.. 
R.  W.  south  of  Butte  St.— Harriett  to  Soto 

Total 


PACIFIC  ELECTRIC 

East  side  Santa   Fe  Ave.,   between  Eight  and 

Enterprise. . .  

Northwest  corner  Broadway  and  Sunset  Blvd. . 

Corner  Lyons  and  Aliso 

South  side  Eighth — Betwen  San  Julian  and  Wall 
Por.  Shop  Site  (exd.  proijosed  R.  W.) 

Total.. 

WELLS  FARGO  &  CO. 
Express  Building  Site  in  Arcade  Depot  Block. 


Present  Value  Estimated 

(1918)  by  Engineering        Salvage  Value  hy 
Area.  Department  Engineering  Depanraent 

Square 

Feet  Unit  Total  I'nit 


1.029,869 
1I6.42S 

83,000 

100. 766 

698. 126 

123,201 

862.534 
li>,945 

547,800 
27.771 
10,200 
38,837 
20,000 

143,800 
49,600 
40,728 

3,908,602 


100,469 
10,716 


8,581 


96,268 
49,871 
145,324 
236,000 

527,643 


5,600 

58,400 

1,750 

S.  \m 

803.800 
877.700 


10.000 


075 

.38 

65 
42 

27 

.21 

057 
05 

046 

54 

55 

25 

20 

29 

30 

40 


943,578     1  7,1 
35,804     1  00 


25 
50 


.75 
.60 
12 


172,884 
44,191 

54,175 

42,029 

187,338 
25,907 

49,164 

797 

25,199 
15. 147 

5.485 
9,709 
4.000 
42,260 
14.SXD 
16,291 

{609.456 


Sl.li,il.202 
35,804 


25,118 
5,358 


5.149 
{1.722.691 


{120,335 
37.403 

,S7,609 
28,686 

{274,033 


Grand  Total 6,422,913 


00 

74 


{2.067,376 


(70,000 
{4,743,556 


075 

38 


26 
21 
057 


016 
54 

55 
25 
20 
29 
30 
40 


20 
50 


1  25 
.70 
58 
058 

.48 


4  00 
64 


Total 

{72,884 
44,191 

54,175 

27, 130 
180,258 
25,907 
49.  IM 

25, 199 
15.147 
5.485 
9.709 
4.000 
43.260 
14.880 
16.291 

{586.680 


I  75    {1.651.262 
75       26.853 


20.094 
5.358 


.60  5.149 

1  55  {1.708.716 


{120,335 
,34,910 
84,620 
13.642 

{253,507 


{5,040 

102,736 

1,312 

15,800 

l,.3<U.I0O 

{1,488,988 


{40.000 
{4,077,891 


Per  Cent       ,\mount 


None 
None 


None 


35 
4 


14.899 
7. OHO 


None 
None 


None 
None 
None 
None 
None 
None 
None 
None 


{22,776 


None 
25  8.951 


20  5.024 

None 


None 


3 
52 


{13.975 


{2.493 
2.989 
15.044 

{20.526 


None 

None 
25  {438 

None 
30  577.950 


{578,388 


43  {30.000 

14  (665.665 


516 


Los    Angeles    Terminal    In\estig.\tion 


TABLE  SHOWING 

SALVAGE  VALUE  OF  LANDS 
WHICH  MAY  BECOME  UNNECESSARY  FOR  RAILROAD  USE 

PLAZA  PLAN 


Location  and  Description  of  Parcels 
Proposed  to  be  Salvaged 

LOS  ANGELES  &  SALT  LAKE 

Arroyo  Seco  Gravel  Pit 

Between  North  Spring  and  West  Albion — Non- 
carrier  Parcel 

At  First  and  Myers  Sts. — Non-carrier  Parcels  (3) 

Shop   Site — Between  First  and   Fourth — Non- 
carrier  Portion 

Yards— Between    Fourth    and    Seventh — Non- 
carrier  Portion 

Yards— Between  Seventh  and  Holtenbeck — Non- 
carrier  Portion 

Yards — Between  HoUenbeck  and  Ninth — Non- 
carrier  Portion 

Yards — Between  Ninth  and  Alosta — Non-carrier 
Portion 

Between  Alost^a,  Soto  and  River — Non-carrier 
Portion 

Bridge  R.  W.  across  Los  Angeles  River 

East  of  Soto  and  South  of  Alosta — Non-carrier 
Portion 

New  R.  W.— Hunter  to  Ninth  Sts 

Ninth  to  Tenth  Sts 

"  "         Tenth  to  Eleventh  Sts 

"  "        Eleventh  to  Fourteenth  Sts — 

"  "        Fourteenth  to  Fifteenth  Sts 

"  "        Fifteenth  to  Sixteenth  Sts- 

On  Santa  Fe  Ave.  near  26th 

Total 


Present  Value  Estimated 

(1918)  by  Engineering  Salvage  Value  by 

Area,  Department  Engineering  Department 


Loss 


SOUTHERN  PACIFIC 

Coach  Yard 

Arcade  Team  Yard 

Arcade  Depot  Site 

New  R.  W.— Mateo  to  River,  between  Sixth  and 

Jesse 

Northwest  corner  Violet  and  Santa  Fe  R.  W.  .  . . 

Southwest  corner  Sixth  and  Alameda 

Fronting  Alameda  and   Long   Beach   Aves.   at 

Twenty-fifth  St 

North  Spring  between  Sotello  and  Mesnaeer 
Southeast  corner  North  Spring  and  Sotello  (Old 

River  Station) 

Total.. 


SANTA  FE 

Shearer  St.  Freight  Yard 

North  side  Ninth  St.— Adjoining  Santa  Fe  R.  W. 
South  si<k-  Ninth  St.— Adjoining  Santa  Fe  R.  W. 
R.  W.  South  of  Butte  St —Harriett  to  Soto  St  . 


Total. 


PACIFIC  ELECTRIC 
East  side  Santa  Fe  Ave.,  between  Eighth  and 

Enterprise 

Northwest  corner  Broadway  and  Sunset  Blvd. . 

Corner  Lyon  and  Aliso 

South  side  8th.  between  San  Julian  and  Wail  Sts. 
Por.  Shop  Site  (excl.  proposed  R.  W.) 

Total 


WELLS  FARGO  &  CO. 

Express  Building  Site  in  Arcade  Depot  Block. 

Grand  Total 


Feet 

Unit 

Total 

Unit 

Total 

Per  Cent 

Amount 

1,029,869 

075 

$72,884 

-075 

$72,884 

None 

116,425 
83,000 

38 
,65 

44.191 
54.  175 

.38 
.65 

44.191 
54.175 

None 
None 

784.691 

41 

321.185 

.36 

285,849 

11 

$35,336 

1,174,0,54 

46 

539.528 

.46 

539,528 

None 

520.019 

52 

268,687 

.48 

257,646 

4 

11.011 

847.171 

27 

229.018 

27 

225.246 

1  6 

3.772 

123,201 

21 

25.907 

.21 

23.907 

None 

862.. 534 
15,945 

037 
03 

49.164 
797 

.037 

49.164 

None 
100 

797 

547,800 
27.771 
10.200 

3S. S37 
20,000 
14:i.M«) 
4'i,i;iiii 
40.728 

046 

54 

,55 

25 
.20 

29 
.30 

40 

25.199 
16, 147 
5.485 
9.709 
4.000 
42.260 
14.,SS0 
16.291 

046 

54 
.55 
,25 
.20 
,29 

30 

40 

25, 199 
15,147 
5,485 
9.709 
4.000 
42,260 
14,880 
16,291 

None 
None 
None 
None 
None 
None 
None 
None 

6.435.643 

27 

SI. 738, 507 

.26 

$1,687,  ,561 

3 

$30,946 

943.. 578 
85.508 
646.951 

1  75 

2  50 

3  23 

SI. 651. 262 

213.770 

2.101.128 

1  75 

2  00 
2,33 

51,651,262 

171,016 

1,508,902 

None 
20 
28 

42.754 
592,226 

144.024 
35.804 
11.369 

1   12 
1  00 
3  00 

162. 185 
33.804 
34, 107 

88 

75 

2,50 

126,830 
26,853 
28,422 

22 
25 
17 

35.355 
8.951 
5.685 

100.469 
10.716 

25 
.50 

25. 118 
5,358 

20 
50 

20.094 
5,358 

20 

None 

5.024 

8.S81 

.60 
2  13 

5,149 

60 

1  78 

5.149 

None 

1.987,000 

S4, 233, 881 

$3., 543. 886 

16 

5689.995 

96.268 

49.871 

145.324 

236.000 

1  25 
.75 
.60 
12 

$120,335 
37,403 
87.609 
28,686 

1.25 
.70 
.58 
.058 

$120,335 
34.910 
84.620 
13.642 

None 
7 
3 
52 

2.493 
2.989 
15.044 

$274,033 


$253,307 


$20,526 


5,600 

58.400 

1.730 

8.1.50 

803.800 

90 
1  76 

1  on 

1  94 

2  42 

2  36 

7,00 
,85 

S5.040 

102.736 

1.730 

15.800 

1,942,050 

90 

1.76 

.75 

1.94 

1  70 

1  70 

4  00 
71 

1 

$5,040 

102,736 

1,312 

15,800 

,364.100 

25 

28 

43 
16 

None 
None 

438 
577.950 

877.700 
10.000 

S2. 067. 376 
$70,000 

$1 

.488.988 
$40,000 

$578,388 
$30,000 

9.837.808 

$8,383,797 

$7 

013.942 

3      $1,369,855 

Real  Estate  Studies 


517 


TABLE  SHOWING 

SALVAGE  VALUE  OF  LANDS 

WHICH  MAY  BECOME  UNNECESSARY  FOR  RAILROAD  USE 

SANTA  FE  PLAN 


[.oration  and  Description  of  Parcels 
Proposed  to  be  Salvaged 

LOS  ANGELES  &  SALT  LAKE 

Arroyo  Seco  Gravel  Pit 

Between  North  Spring  and  West  Albion— Non- 
Camer  Parcel 

At  First  and  Myers  Sts.— Non-carrier  Parcel  (3) 

Shop    Site    between    First   and    Fourth— Non- 
camer  Portion 

Yards— Between    Fourth    and    Seventh— Non 
carrier  Portion 

Yards— Between  Seventh  and  HoUenbcck— Non- 
carrier  Portion 

Yards— Between  HoUenbeck  and  Ninth— Non- 
carrier  Portion 

Yards- Between  Ninth  and  Alosta  Sts —Non- 
carrier  Portion 

Yards— Between  Alosta,  Soto  and  Rivei^Non- 
carrier  Portion 

Bridge  R.  \V.  across  Los  .Angeles  River 

East  of  Soto  and  South  of  .\losta — Non-carrier 
Portion 

On  Santa  Fe  Ave.,  near  26th  St.,  Zone  48  C-n!  C. 


,  „    Present  Value  Estimated 

(1918)  by  Engineering  .Salvage  Value  by 

Area,  Department  Engineering  Department 


Loas 


Total. 


SOUTHERN  PACIFIC 

Arcade  Team  Yard 

Arcade  Depot  Site 

Southwest  corner  Sixth  and  .\lameda 

Northwest  corner  Violet  and  Santa  Fe  R.  W 

Fronting   .\Iameda   and   Long  Beach   Ave.   at 

Twenty-fifth  St 

North  Spring  between  Sotello  and  Mesnager. . . 
Southeast  corner  North  Spring  and  Sotello  (Old 

River  Station) 

Total 


SANTA  FE 

Shearer  .St .  Freight  Yard 

North  side  Nintli— .\djoining  Santa  Fe  R.  \V.. 
South  side  Ninth— .\djoining  Santa  Fe  R.  W.. 
R.  W.  south  of  Butte— Harriett  to  Soto 


Total. 


PACIFIC  ELECTRIC 

East  side  Santa  Fe  Ave.,  between  Eighth  and 
Enterprise  (Lot  ISl) 

Northwest  corner  Broadway  and  Sunset  Blvd. . 

Corner  Lyons  and  .\Ii80  (70x50  apx) 

South  side  Eighth,  between  Wall  and  San  Julian 
(79x100) 

Por.  Shop  Site  (excl.  proposed  R.  W.) 

Total 

WELLS  FARGO  &  CO. 
Express  Building  .'>itc — .\rcade  Depot  Block  . 

Grand  Total 


Feet 

Unit 

Total 

Unit 

Total 

Per  Cent 

.■\mount 

1.02(1.861) 

075 

$72,884 

075 

$72,884 

None 

116.425 
83.000 

38 
.6,5 

44.191 
54.175 

38 
65 

44.191 
54.175 

None 
.None 

784.691 

.41 

321.185 

36 

285.849 

11 

$35,336 

1.174.054 

.46 

.539.528 

46 

539.528 

None 

520.019 

.52 

268.687 

48 

2.57.646 

4 

11. on 

847.171 

.27 

229.018 

.27 

225.246 

1  65 

3.772 

123.201 

21 

25.f07 

21 

25,907 

None 

862.534 
15.945 

057 
05 

49. 164 

797 

0.57 

49,164 

.None 
100 

797 

547. fOO 
40.728 

040 
40 

.27 

25. 199 
16.291 

.046 
.40 

26 

25,199 
16,291 

None 
None 

6.145.437 

$1,647,026 

$1,596,080 

3 

tS0.»46 

85.  .508 

646,951 

11.369 

35.  SOI 

2  50 
3.25 

3  00 
1  00 

$213,770 

2.101.128 

34.107 

35.801 

2  00 

2  33 

2. 50 

75 

$171,016 

28.422 
26.853 

20 

28 
17 
25 

$42  754 

.592^226 
5.685 
8.951 

100.4611 
10.716 

25 
.50 

25.118 
5,358 

.20 
50 

20.094 

5.358 

CO 

None 

5.024 

8.581 

.60 
2  70 

5.149 

60 
1  97 

5.149 

None 

899..398 

$2,420,434 

$1,765,794 

27 

$654,610 

96,268 
40.848 
68.274 
236.000 

1  25 

.75 
.62 
12 

$120.3.35 
.30.6.36 
42.000 
28.686 

1  25 
.70 
61 
058 

$120.33.5 
28.594 
40.427 
13.642 

None 
7 

3  7 
52 

$2.M2 
1.573 
15.044 

441., 390 


803,800 
877,700 


10.000 
8.373.925 


.50 


5.600  90 

.58.400  1  76 

1.750  1  00 

8,150  I  94 


2  42 
2  36 

7  00 

.77 


$221,657 


$.5,040 

102.736 

1.750 

15.800 

1.942.050 

$2,067,376 


$70,000 
$6,426,493 


90 
I  76 

75 
I  94 

1  70 

I  69 

4  00 
.61 


$202,998 


$5,010 

102.7.36 

1.312 

15.^00 

1.364.100 

$1,488,988 


$40,000 
$5,093. 860 


$18,659 


None 
None 

25  438 

None 


577,950 
$578,388 

$30,000 
11.332,633 


28 

43 
21 


518  Los    Angeles    Terminal    I.westigation 

LAND  SUMMARY  FOR  ADOPTED  FINAL  RECOMMENDATIONS 

The  total  estimated  cost  of  lands  involved  in  the  Plaza  plan  ( immediate 
recommendations)  amount  to  a  net  figure  of  $467,559,  to  which  has  been 
added  interest  during  construction  at  varying  rates  and  pericids,  amounting 
to  $610,819.  giving  a  net  total  estimated  cost  of  $1,078,378. 

For  the  Plaza  plan  (ultimate  recommendations)  the  estimated  cost  of 
real  estate  involved  aggregates  a  net  figure  of  $661,571,  to  which  has  been 
added  interest  during  construction,  amounting  to  $629,921,  giving  a  net  total 
estimated  cost  of  $1,291,492. 

By  net  totals,  as  mentioned  above,  is  meant  totals  after  deduction  has 
been  made  of  the  credits  due  to  the  proposed  release  from  transportation  use 
of  the  Salt  Lake  right  of  way  from  Sixteenth  Street  to  the  New  Hunter 
Street  Terminal,  amounting  to  $91,481;  salvage  of  Southern  Pacific  Arcade 
Station  site,  amounting  to  $1,719,918;  and  salvage  of  the  Southern  Pacific 
Coach  Yard  site,  amounting  to  $1,651,262. 

Following  are  two  tables  which  are  summaries  of  lands  required  for 
final  adopted  recommendations  for  the  Plaza  plan-immediate,  and  the  Plaza 
plan-ultimate : 


RicAi.    Estate  Stldies 


519 


TABLE  SHOWING 

SUMMARY  OF  LANDS  REQUIRED  FOR  PLAZA  PLAN 

IMMEDIATE  PLAN 


Est. 
Sec. 
Key 


Intormt 


Group 


CC 
CE 
MCB 
MCF 


MCA 


MCJ 


M 

T 


N 

M2 

M3 


E 

M-I 

MD2 


AC 

AD 

M4 

n 

MA 

n 

V 

M5 

M6 

MY 

14 
CD 

S  16 

V  17 


Itcm 
STEAM  ROADS 
Passenger,  Terminal,  Approaches,  etc.: 
Viaduct  on  Main  St.  over  Rcdondo  St 
Viaduct  on  Mac.v  St,  over  Terminal  Yard 
Connections  at  Mi.>ision  Tower — Modified 
Passenger  Station  and  Facilities— Modified 


Total. 


Union  Coach  Yard 

Union  L.  C.  L.  Freight  Station: 
Union  Terminal  at  Santa  Fe  Site— Modified   . 

V  iaducts  over  Los  Angeles  River: 

Viaduct  at  Macy  St 

Viaduct  at  Aliso  St 

Total      , 

Depression  of  and  New  Tracks  along  River: 

Removal  Santa  Fe  Cros.>*inKs — Macy  and  .\liso  Sts 
Depression  Santa  Fc  Tracks — .Miso  to  .\lhambni 
Depression  Salt  Lake  Tracks—  \li«>  t..  Vlhambra 


Estimated 
Coat 

t  onst  n 

Period 

(Months) 

Rale 

Amount 

Total 

KHtimaK'd 

Co.t 

sio.5.oin 

S4..539 
2.!>4i).812 

24 
6 
36 

12 
3 
18 

$23,401 

2.M6 

S30.966 

$218,411 

87.07.1 

3,480.778 

$3,229,361 

$.'»6.g03 

$3,786,264 

llO.Uo 

14 

7 

$1,339 

$20,474 

$9,210  18 


$.S.2I0 


Total. 


Main  Line  Tracks  and  Connections  Not  Depressed: 
Connection  .s,  P,  and  Santa  Feat  North  Broadway 

Connection  S,  L.  and  Santa  Fe  at  Rodondo  Junction, 
Connection  S,  L,  and  Santa  Fe  at  Humboldt  St 


$26.2.ifi  12 

S26,2.i6 


$11,250 


Total 


$11,250 


New  Trackage.  River  to  Hobart  and  Connections: 

Second  Track.  Santa  Fc.  Soto  St.  to  Hobart 

Connection  S.  L,  and  Santa  Fe  at  Hobart 

Second  Track,  Santa  Fe,  Soto  St,  to  Redondo  Junction. . 

Total        


New  Freight  Yards,  Southern  Pacific  and  Santa  Fe; 
Yard  for  .S    P.  alone  San  Fernando  Rd.— Modified 

New  Connections,  Relief  of  Alameda  St.  Switching: 
Connection  Jackson  ,St,  and  .Santa  Fe  Tracks. , 
Connection  .\lameda  St,  and  S,  F,  near  Industrial  St 
Connection  S.  L.  Main  Line  and  Butte  St,  Track 
Connection  Alameda  St.  and  Butte  St.  Track 


Total 


Team  Yards: 
Team  Yard  at  S.  P.  Freight  SUition  Site 

Release  Southern  Pacific  Station  Site. . , 

Release  Southern  Pacific  Coach  Yard  Site 


$18,329 
$18,329 

•1.719.918 
•1.651,282 


$469 


$469 


$I,S7S 
$1,575 


$113 
$113 


$183 


$183 


$5.67« 


$5,679 


tZ7.831 

$27,831 


$18,512 
$18,512 

•1,719.9:8 

•1.551.262 


CK 
CM 
DR 


ELECTRIC  ROAD 
New  Line— P.  E.  Station  to  Brooklyn  Ave.  and  to  Fourteenth 
St.: 
Abandon  Pacific  Electric  in  I-os  Angeles  St  .  etc 
Subway  and  Elevated— P.  E,  Station  to  Brooklyn  Ave 
Elevated— Pacific  Electric  Sution  to  Fourteenth  St 


Total 

Grand  Total . 


$g6.969 
442.229 

24 

18 

12 
9 

$10,436 
39.801 

$97,405 
482.030 

$529,198 

$50,237 

$579,435 

$467,559 

$6I0.8I» 

$1,078,378 

•Credit. 


TABLE  SHOWING 

SUMMARY  OF  LANDS  REQUIRED  FOR  PLAZA  PLAN 

ULTIMATE  PLAN 


Est, 
Sec 
Key 


CB 
CC 
CE 
CF 
CG 


CA 
CJ 

F 
G 
H 
M 
R 
Q 
T 
U 
CN 


D 
E 
T 
K 

N 
\v 
CH 
CL 


X 
Y 
AA 


Z 

AC 

AD 


A 
O 


AC) 
AT 
CD 


CK 


CM 
DR 


L 

AB 


Group 


11 
12 
13 


15 
16 


20 
21 


Estimated 
Item  Cost 

STEAM  RAILROADS 
Union  Passenger  Terminal  and  Appurtenances: 

Depression  of  S.  P.  Ti:i.-ks  in  Alluimhra  Ave  SS4.339 

New  Viadyct  on  North  Main  St 

New  Viaduet  on  Macv  St 195.010 

New  Passenger  Station  at  the  Plaza 2.949.812 

Sub-tunnel  for  Street  Cars  in  Broadway  Tunnel 

Total   83,229.361 

Coach  Yard   ...       $19,135 

Union  Freight  Station 

Viaducts  over  Los  Angeles  River: 

Baker  St.  Approach  to  North  Broadway  Bridge. 

Removal  of  North  Spring  St.  Bridtie    . 

New  Viaduct  at  Main  St. . . . 

New  Viaduct  at  Macy  St 

New  Viaduct  at  Fourth  St. . . 

New  Viaduct  at  First  St 

New  Viaduct  at  .\liso  St 

New  Viaduct  at  Seventh  St    .    . 

New  Viaduct  at  Ninth  St 

Total 

Depression  of  and  Additional  Tracks  Along  River: 
Connections  at  F^ast  End  of  lliinilioldt  St    Bridge 

Connections  at  West  End  of  Huiiihnlill  St.  Bridge 

Depression  of  .\lhanihra  Ave.  East  of  and  at  River 

Depression  and  Double-tracking  S.  L.  Tracks  Along  River 

Removal  of  Santa  Fe  Crossings — Macy  and  Aliso  Sts 

Depression  of  Santa  Fe  Track  South  of  Ninth  St 

Depression  of  .Santa  Ve  Track — Broadway  to  .\liso 

Depression  of  .Santa  Fe  Track — .Seventh  to  Ninth  St.. 

Total 


Const'n 
Period 
(Months) 


S63.214 
SI  1.250 


26.256 


S130.152 


New  Trackage— East  Bank— Humboldt  St.  to  Dayton: 

New  Approach — Los  Feliz  Road  Bridge , 

New  Tracks— Humboldt  St.  to  Dayton  St —East  Bonk... 
New  Connection — S.  P.  and  S.  L.  at  Alhambra  and  River 


Total 

Butte  St.  Trackage  and  Santa  Fe  Ave.  Subway: 

Tracks — Butte  St. — .Mamerla  St.  to  Ri\'pr  .  , 
New  Connections — Alamed:i  .St,  to  Butte  St 
Santa  Fe  .Subway 

Total 

New  Trackage — River  to  Hobart  and  Connections: 
New  BriiUi- anil  Wye  Enst  of  River.  .  . 
.Seconfl  Track  North  of  Present  Santa  Fe  Main  Line 
Connection  at  Hobart  between  Santa  Fe  and  S.  L.  . . 


29.228 
18.374 


S47.602 


S3,.50ri 
l.'i.329 


S2 1.835 


S47,.505 


Total 

New  Freight  Yards — Southern  Pacific  and  Santa  Fe; 

New  S.  P.  Yard — San  Fernando  Rd 

New  Santa  Fe  Yard — East  of  Hobart 
New  Freight  Terminal— Salt  Lake 
New  Connections — Relief  Alameda  St.  Switching    . 
Team  Yard : 

New  Yard — S.  L.  Terminal — Alameda  and  Hunter  Sts. . 

New  Yard — L.  A.  Market  Property 

New  Yard— S.  P.  Freight  Station  Site 

Total 

Release  S.  P.  Station  Site  

Release  S.  P.  Coach  Yard  Site 

ELECTRIC  RAILROAD 
New  Line— P.  E.  Station  to  Brooklyn  Ave.  and  to  Fourteenth 
St.: 
Removal  and  Reconstruction  of  P.  E. — Los  Angeles  St.  and 

First  St 

Double  Track  Subway  in  Main  St. . 
Double  Track  Elevated  for  P.  E.. . 

Total 

New  Surface  Line  to  Proposed  Union  Station. . 
Freight  Tracks: 

Macy  .St.  and  River  to  Echandia  Yard 

Raise  Transfer  Tracks — Santa  Fe  Ave.  and  Butte  St.. 

Total 


S.53.691 


•91.481 


•91.481 
11.719,918 
11.651.262 


2 
24 
12 


14 
4 


12 
3 


.\mouut 


S2.5.36 


S556.903 
$1,722 


1 
12 


6 
1.5 


$6,112 

S113 

3.151 

5.559 

$8,823 

$2,046 
367 

$2,413 


$210 
275 


$485 

$1,900 

124 

$2,024 


Total 

Estimated 

Cost 


$87,075 


24 

13 

23.401 

218.411 

36 

18 

.530.966 

3.480.778 

$3,786,264 
$20,857 


Sl.i.742 

IS 

9 

$1,417 

$17,159 

.1.2111 

IS 

9 

469 

5.679 

42,262 

20 

10 

4.226 

46.488 

$69,326 
$11,363 


29.407 
98.205 


$138,975 


$31,274 
18.741 


$50,015 


$3,716 
18.604 


$22,320 

$49,405 

6.310 

$55,715 


•91.481 
H.719.919 
11.651.262 


Grand  Total. 


$86,969 
442.229 

24 
18 

8 

12 
9 

4 

$10,436 
39.801 

$97,405 
482.030 

S.529. 198 
$30,044 

$50,237 
$1,202 

$579,435 
$31,246 

830.044 

$1,202 

$31,246 

.  S661.571 

$629,921 

$1,291,492 

'  Credit, 


RicAi.    KsTAiK  Srri>ii;s  5J1 

EFFECT    OF    RECOMMENDATIONS    UPON    DEVELOPMENT    AND 

LAND  VALUES 

llie  adoption  of  the  recnniniciuiatinns  set  forth  in  this  rcjiort  will  have 
a  great  and  far-reaching  beneficial  effect  on  the  development  of  the  city, 
with  a  simiiltanedus  benefit  applying  to  real  estate  values. 

The  chief  benefits  following  the  adoption  .if  these  recommendations, 
which  will  be  reflected  directly  in  improved  real  estate  conditions,  are  cited 
below  : 

Immediate  Benefits 

1.  Great  increase  in  the  values  of  realty  frontinR  upon  the  proposed  station 

site  and  in  its  immediate  vicinity. 

2.  Increase  in  the  value  of  properties  upon   Los  Angeles  Street  from  Com- 

mercial Street  to  Third  Street. 

3.  Material  increase  in  values  upon  San   Pedro  Street  between   Commercial 

and  Third  Street. 

4.  Immediate   acceleration    in    the   desirability   of   industrial   property   north 

of  First  Street. 

5.  Immediate   increase  in   the  desirability  of  business  property   upon   Main. 

Spring  and  Broadway,  between  Temple  Street  and  Third  Street. 

Ultimate  Benefits 

1.  Recuperation  and  stabilization  of  values  now  rapidly  deteriorating  in  the 

business  district  north  of  Fifth  Street  on  Main,  Spring,  Broadway  and 
Hill  Streets. 

2.  Increase  in  values  upon   Los  .\ngeles  and  San   Pedro  Streets   (especially 

Los  Angeles   Street)   due   to   improvement   and   change   in   character  of 
business  conducted  upon  them. 

3.  Main   Street   Subway — Will   eliminate   congestion   of   traffic   through    re- 

moval of  Pacific  Electric  trains  which  will  reclaim,  to  a  large  extent, 
former  business  values  upon  Main  Street  north  of  Sixth  Street. 

4.  Material   improvement  in  the  convenience  and   desirability  of  the   indus- 

trial  district   east  of  -Mameda  Street  and   north   of   Ninth   Street,   with 
resulting  increase  in  values. 

5.  Increase  in   values   of  both   the   industrial   and   residential   property  lying 

east  of  the  River,  due  to  more  convenient  and  quicker  access. 

6.  Improvement    of  commutation   conditions,   both    train   and   vehicular,   be- 

tween  Los  .Angeles  and  outlying  cities,  with  equivalent  increase  in  the 
desirability  of  these  districts  for  homes. 

7.  Increased  safety  of  vehicular  traffic  between  Los  Angeles  and   Pasadena 

and  material  saving  of  time,  reflected  in  increased  values. 

8.  Inestimable    benefit    resulting   from    increased    safety   and    elimination    of 

delay  to  traffic  of  all  classes  while  traversing  industrial  district. 


CHAPTER  XIX 

OUTLINE 
Franchise  and  Legal  Matters 

Financial  Matters 

Financing  of  Expenditures  Directl}-   Connected  with  a  Union  Terminal 

Financial  Plans  of  New  York  and  Chicago 
Tentative  Plan  for  Division  of  First  Cost 

Tentative  Plan  for  Division  of  Operating  and  Maintenance  Cost 
Pacific  Electric  Railway  and  Rapid  Transit 


CHAITKK  XIX 
FRANCHISE.  I.I-CAT.  AND  FINANCIAL  MATTJ-.RS 

FRANCHISE  AND  LEGAL  MATTERS 

Although   this  report  is  primarily  of  an  engineering    nature,    it   seem.* 
necessary  to  call  attention  to  a  few  of  the  legal  points  that  have  been  en 
countered  in  the  course  of  the  work,  since  the  determination  of  legal  matters 
must  necessarily  precede  construction. 

In  Chapter  1\'.  several  points  relating  to  subways  and  elevated  lines 
have  already  been  enumerated. 

The  main  line  franchises  of  the  Southern  Pacific  C(imi)any  dealing  prin- 
cipally with  Alameda  Street  and  Alhambra  Avenue  are  in  our  possession 
and  have  been  considered.  One  reason  why,  in  our  opinion,  it  will  be  diffi- 
cult to  remove  Southern  Pacific  tracks  from  .\lameda  Street  without  the 
railroad's  consent  is  found  in  what  appears  to  be  a  perpetual  franchise  (see 
franchise  passed  by  Los  Angeles  Common  Council  on  September  5,  1872). 
\\'e  quote  from  this  franchise: 

"Sec.  1.  That  the  right  of  way  tor  the  railroad  track  of  the  Southern 
Pacific  Railroad  Company  in  and  out  of  the  City  of  Los  .\ngeles.  for  the 
distance  said  Company  may  wish  to  use  same,  be,  and  the  same  is  hereby 
granted  to  said  Company.  it.s  successor  and  assigns,  over  and  upon  the 
street  and  its  extension,  commonly  called  .'\lameda  Street.     .     .     ." 

This  franchise  api)arently  does  not  contain  any  reversion  or  time  clause 
whatever.  The  franchise  situation  has  not.  however,  been  with  us  one  of 
the  controlling  factors  for  our  recommendations  that  tracks  be  permitted  to 
remain  on  Alameda  Street.  We  believe  that  these  tracks  are  necessary  for 
the  proper  service  to  the  Los  .\ngeles  industries. 

On  July  24,  1873.  the  Common  Council  of  Los  .\ngeles  granted  the 
Southern  Pacific  Comi)any  another  franchise  dealing  not  only  with  .-Mameda 
Street  but  also  with  certain  other  streets.     We  cpiote  in  full : 

•An  ordinance  providing  a  free  right  of  way  for  the  Southern  Pacific 
Railroad  through  the  City  of  Los  -Angeles. 

"WHEREAS,  by  a  certain  ordinance,  passed  Octol)er  24,  1872,  the  Mayor 
and  Common  Council  of  the  City  of  Los  .Angeles  obligated  said  city  to  give 
the  Southern  Pacific  Railroad  Company  a  free  right  of  way  for  its  road 
through  said  city,  and  said  obligation  having  received  the  endorsement  of  a 
majority  of  the  qualified  voters  of  said  city  under  the  provisions  of  said 
above-mentioned  ordinance:  and. 

"WHERE-AS.  The  proper  agents  of  said  railroad  company  have  selected 
as  the  lines  for  entering  and  leaving  said  city,  and  the  necessary  connections 
therewith,  the  grounds  occupied  by  and  embraced  in  the  recently  opened 
streets,  named,  respectively,  San  Fernando  and  Mission  Streets,  and  a  por- 
tion of  Alameda  Street,  as  recently  enlarged,  now,  therefore; 


324  Los    Angeles    Terminal    I\\  kstication 

"The  Mayor  and  Common  Council  of  the  City  of  Los  Angeles  do  ordain 
as  follows: 

"Section  1. — That  all  of  San  Fernando  and  Mission  Streets,  from  their 
initial  to  their  terminal  points,  together  with  that  portion  of  Alameda  Street 
between  the  present  depot  of  the  Los  Angeles  and  San  Pedro  Railroad 
Company;  subject  to  the  provisos,  resolutions  and  conditions  hereinafter  con- 
tained, be  and  the  same  is  hereby  set  apart  from  the  public  highways  of  the 
City  of  Los  Angeles  to  the  unreserved  and  unrestricted  use  of  the  Southern 
I'acific  Railroad  Company,  and  the  right  of  way  over  and  along  the  same, 
subject  as  aforesaid,  is  hereby  granted  to  said  company  for  the  building, 
maintaining  and  operating  of  its  railroad  thereupon  by  and  through  the 
track  or  tracks  which  said  company  shall  deem  it  necessary  to  build  along 
and  over  the  same,  and  with  the  privilege  to  said  company  of  making  such 
embankments  and  excavations  upon  said  streets  as  shall  be  found  necessary 
by  company's  engineers  to  the  proper  construction  of  said  railroad  and  its 
connections  within  the  said  city. 

"PROVIDED,  that  the  use  of  said  Alameda  Street,  as  hereinbefore  pro- 
vided for  shall  not  at  any  time  nor  in  any  manner  interfere  with,  nor  pre- 
clude the  city  or  the  public  from  the  right  to  use  and  enjoy  as  a  public 
street  of  said  City  that  portion  of  said  street  not  actually  occupied  by  the 
tracks  of  said  company;  and  provided  that  neither  the  construction  nor 
operation  of  said  railroad  over  or  upon  the  streets  herein  granted  shall  at 
any  time  interfere  with  any  of  the  present  and  existing  zanjas,  water  courses 
or  ditches,  nor  preclude  said  city  from  anj'  time  making  or  constructing  in, 
upon  or  along  said  streets  crossings  for  new  streets  or  for  the  extension  of 
old  ones;  from  making  or  constructing  sewers,  zanjas.  water  ditches  and 
acequias  or  from  laying  down  water  pipes  and  gas  pipes  therein,  or  in 
either  of  them.  Such  crossings,  constructions  and  improvements  not  to  inter- 
fere with  the  grade  and  the  efficiency  of  said  road  or  its  operation;  and  pro- 
vided further,  that  whenever  said  company  shall  build  its  road  across  any 
road,  street,  water  witch  or  zanja  now  open  and  in  use,  good  and  proper 
crossings  shall  then  be  built  and  maintained  by  said  company,  and  all  water- 
ways shall  be  left  in  as  good  condition  to  pass  water  through  the  same  as 
before  such  crossing  of  said  railroad  was  made;  and  provided  further,  that 
if  said  railroad  company  shall  fail  or  neglect  to  construct  its  road  over  and 
along  said  streets,  or  if  when  constructed  said  railroad  company  should  at 
any  time  abandon  or  relinquish  that  portion  of  said  road  so  constructed  along 
said  streets,  then  the  rights  hereby  granted  shall  cease,  determine  and  be 
void,  and  the  lands  embraced  in  and  occupied  by  said  streets  shall  revert  to 
and  again  become  vested  in  said  City  in  the  same  manner  and  estate  as  if 
this  ordinance  had  never  been  passed. 

"Section  2.     This  Ordinance  shall   take  eflfect  and  be  in   force  from  and 
after  its  passage,  approval  and  publication. 
"Passed — Session  July  24,  1873. 
"Aproved:— July  26,  1873. 

J.  R.  Tobernian,  Mayor." 

This  franchise  makes  a  distinction  between  Alameda  Street  and  other 
streets  mentioned  in  the  franchise,  namely,  San  Fernando  (now  North 
Spring:)  and  Mission  (now  Alhambra).  It  appears  that  the  railroad's  rights 
on  Alameda  Street  are  restricted  and  that  the  City  expressly  retains  the 
right  "to  use  and  enjoy  as  a  public  street  of  said  city  that  portion  of  said 


pRAxcmsi:,  Lkcai.  and  Finanxiai.  Matters  525 

street  not  actually  occupied  by  the  tracks  of  said  company."  No  such  re- 
striction on  San  Fernando  Street  (now  North  Spring)  or  Mission  Street 
(now  Alhambra)  were  provided. 

None  of  our  recommendations,  we  believe,  interfere  with  the  Company's 
rights  on  either  North  Spring  Street  or  Alhambra  Avenue. 

Another  question  of  considerable  importance  to  the  Southern  Pacific  is 
the  legal  status  of  the  so-called  Wolkskill  land  now  forming  part  of  the 
Southern  Pacific  Arcade  station  site.  One  provision  of  this  deed  was  to 
the  effect  that  if  the  railroad  company  did  not  maintain  a  passenger  station 
and  a  restaurant  on  the  property  deeded,  then  this  property  would  revert  to 
the  grantor.  Whether  or  not  this  clause,  if  we'  have  correctly  interpreted 
it,  is  of  force  when  change  in  the  location  of  railroad  facilities  is  made  by 
Government  authorities  rather  than  by  the  choice  of  the  railroad  company, 
is  a  legal  question  which  will  have  to  be  considered. 

FINANCIAL  MATTERS 

This  report  would  he  incomplete  if  it  did  not  include  a  general  discus- 
sion of  a  financial  program  to  accompany  the  plans  which  we  ha\  e  presented. 
Such  a  program  should  take  into  account  not  only  the  financing  of  the  actual 
construction,  but  also  the  operation  of  the  properties  as  planned.  In  fact, 
after  a  set  of  definite  recommendations  has  been  adopted,  the  financial  pro- 
gram must  be  worked  out  immediately. 

We  realize  that  the  financial  program  must  be  a  special  and  detailed 
study  and  consider  it  within  our  province  only  to  point  out  various  possibil- 
ities based  on  experience  elsewhere  and  certain  special  features  connected 
with  the  Los  Angeles  problem. 

Detailed  studv  of  the  fmancial  program  should  not  be  undertaken  until 
a  rather  definite  set  of  plans  dealing  with  all  three  branches  of  our  investiga- 
tion (the  grade  crossing  elimination,  the  union  passenger  terminal  and  the 
freight  situation)  have  been  decided  on. 

It  is  eminently  desirable  to  secure  the  interest  and  co-operation  of  the 
railroads  in  carrying  out  a  plan.  In  our  recommendations  it  has  been  our 
endeavor  to  make  them  practical.  The  fullest  use  has  been  made  of  existing 
railway  properties  in  oriier  to  reduce  the  amount  of  new  capital  necessary, 
although  this  need  not  necesarily  be  the  ruling  consideration  in  determining 
which  plan  is  best.  From  the  standpoint  of  the  roads,  not  only  the  first 
cost  must  be  considered,  but  the  general  efficiency  under  operation.  From 
the  standpoint  of  the  public,  not  only  the  general  effect  on  values  but  the 
general  convenience  and  the  saving  of  time  must  be  taken  into  account.  The 
charge  has  been  brought  against  the  railroads,  in  the  past,  that  the  civic 
viewpoint  has  been  too  often  neglected,  and  this  is  easily  understood  when 
it  is  remembered  that  the  people  who  control  and  own  the  roads  do  not 
always  have  an  adequate  conception  of  local  needs. 


526  Los    AxGicLES    Terminal    Investicatki.x 

Referring  to  the  financing  of  the  union  passenger  terminal,  and  possibly 
to  the  union  freight  station,  also,  and  excluding  from  consideration  all  ex- 
penditures clearly  to  be  borne  by  indi\idual  roads  or  by  the  public,  we  find 
several  methods  for  financing  such  a  terminal: 

(  1 )  Financing  by  the  individual  railroads  with  the  formation  of  a 
union  terminal  company  and  with  the  participation  by  the  City  or  other 
l)ublic  bodies.  The  independent  terminal  company  may  either  be  an  alto- 
gether private  corporation  financed  independently  and  in  the  open  money 
market,  or  may  be  a  "close  corporation"  and  be  participated  in  mainly  by  the 
interested  carriers.  This  company  would  issue  its  own  securities,  guaran- 
teed, if  the  second  alternative  were  chosen,  by  the  railroads.  After  the 
construction  of  the  terminal,  the  income  would  be  secured  from  the  lease 
of  its  facilities  to  individual  roads  and  other  users  of  the  property  (express, 
mail,  advertising,  offices,  stores  and  restaurants).  This  method  is  superior 
to  the  first  but  is  not,  in  our  opinion,  the  best  for  the  Los  Angeles  situation 
for  the  reason  that  more  complete  co-operation  on  the  part  of  the  public  is 
desirable. 

(2)  The  financing  could  be  by  the  individual  railroads  without  the 
formation  of  a  union  terminal  company  and  without  participation  by  the 
City  or  other  pul.ilic  bodies.  This  method,  in  our  opinion,  would  not  be  the 
best  in  Los  Angeles  for  a  number  of  reasons.  The  most  important  objec- 
tion to  this  plan  lies  in  the  fact  that  the  cost  would  be  higher  than  under 
any  other  scheme.  Under  such  a  method  it  would  not  be  likely  that  the 
project  would  receixe  the  co-operation  uf  the  public  and  the  benefit  of  pub- 
lic lands  and  other  grants  as  might  be  secured  under  a  better  plan. 

(3)  The  financing  could  be  by  a  union  terminal  company  with  a  par- 
ticipation by  not  only  the  railroads  but  also  by  such  public  bodies  as  may 
benefit  by  the  consummation  of  the  project  (the  City  of  Los  Angeles  and 
possibly  the  County  of  Los  Angeles).  This  would  necessitate  either  the  cre- 
ation of  a  bond  issue  by  the  City  or  arrangements  for  the  purchase  of  the 
bonds  of  the  Terminal  Company  in  the  proper  amotint  by  the  City.  In 
addition  to  the  participation  in  the  project  of  the  City  as  a  wdiole,  there 
might  be  a  participation  by  an  assessment  district  including  such  territory 
as  will  particularly  benefit  by  appreciation  of  realty  values  and  by  other 
causes. 

This  method  of  financing  the  terminal  project  appears  to  us  the  best. 
The  capitalization  of  such  a  terminal  company  with  participation  of  the 
railroad,  the  City,  a  special  terminal  district,  and  possibly  private  individ- 
uals, should  be  equal  to  the  total  cost  and  value  of  the  proper'./  devoted 
to  terminal  use.  In  other  words,  credit  should  be  given  in  the  form  of 
securities  or  otherwise  to  the  lands  and  other  property  contributed  for  joint 
use  by  the  present  individual  owners  on  the  basis  of  an  agreed  and  fair 
valuation.     All,  or  a  portion  of  the  new  money  to  be  raised  should  be  con- 


Fraxciiisk.  Lkgai,  and  I'lNANCiAi.  Mattkks  527 

tributed  in  proportion  to  the  uses  made  of  the  terminal  \>y  the  individual 
carriers  and  by  other  users,  and.  in  the  case  of  the  City  or  other  public 
bodies,  in  ])roportion  to  the  interest  in  the  project.  Under  such  a  plan  there 
should  be  a  joint  guarantee  of  the  investment  by  the  railroads  and  by  the 
City.  There  would  consequently  be  available  for  financing  the  combined 
credit  of  the  carriers  and  of  the  public.  The  result  will  be  the  possibility  of 
a  very  economic  financing  by  a  large  proportion  of  bonds  and  a  small  pro- 
portion of  stock.  To  the  extent  that  the  issuance  of  stock  is  associated  with 
the  idea  of  speculation,  it  would  seem  desirable  to  eliminate  as  far  as  pos- 
sible all  speculative  features  and  to  consider  the  project  from  a  high  graOe 
investment  standpoint  rather  than  from  a  speculative  standpoint. 

We  proceed  on  the  assumption  that  the  railroads  will  return  to  private 
control  and  that  Government  ownership  is  not  a  possibility  of  the  immediate 
future.  As  long  as  Government  control  continues  as  at  present,  of  course, 
it  is  clear  that  the  railroad  corporations  can  make  no  engagements  for  the 
assumption  of  capital  expenditures,  or,  to  a  much  greater  degree,  for  future 
o])erating  expenditures,  without  the  approval  of  the  United  States  Railroad 
Administration.  It  is  true  that  the  railroad  corporations  are  free  to  finance 
such  capital  improvements  as  may  seem  to  them  desirable,  but  the  practical 
effect  of  the  situation  is  that  no  important  financing  of  any  nature  will  be 
undertaken  until  operating  control  again  reverts  to  the  railroads. 

Financing  of  Expenditures  Directly  Connected  with  a  Union  Terminal 

By  whatever  method  the  union  terminal  project  is  to  be  financed,  it 
will  be  necessary  to  distinguish  between  expenditures  for  the  terminal  and 
expenditures  for  work  not  a  part  of  the  union  terminal  such  as  grade  separa- 
tions, bridges  across  the  Los  Angeles  River,  subway  and  tunnel  construc- 
tion, expenditures  for  the  modification  of  street  railway  systems,  etc. 

To  the  extent  that  such  expenditures  should  be  borne  jointly  by  the 
carriers  and  by  the  public,  it  will  be  necessary  to  segregate  the  money  to  be 
furnished  by  the  roads  from  the  money  to  be  furnished  by  the  City  of  l.os 
Angeles,  by  the  County,  by  the  State  and.  perhaps,  by  other  public  bodies. 

In  the  following  chapter  (Chapter  XX)  there  are  given  detailed  esti- 
mates of  the  amounts  of  new  money  required  for  the  various  plans.  Con- 
sidering onlv  the  estimates  for  our  final  recommendations,  there  is  required 
for  the  immediate  plan  $15,666,102  and  for  the  ultimate  plan  S25.S9(>,0i5. 

The  ultimate  plan  is  for  a  construction  program  of  from  twenty  to 
thirty  years.  The  immediate  plan  is  intended  to  take  care  not  only  of 
essential  construction  consistent  with  our  effort  to  include  sufficient  improve- 
ment in  our  estimates  to  secure  the  relief  desired  by  the  City  and  necessary 
to  the  railroads,  but  to  fix  the  ultimate  development  definitely  along  the 
lines  of  our  recommendations.  It  is  possible,  of  course,  to  increase  the  pro- 
gram for  the  immediate  future,  and  in  view  of  the  general  conditions  obtain- 
ing in  the  countrv  todav  and  in  line  with  the  general  policy  urged  by  the 
Federal   and   State  governments   in   regard   to   all   public   works,   it   may   be 


52iS  Los    Angeles    Terminal    Investigatkin 

desirable  to  shorten  considerably  the  period  for  the  ultimate  program.  To 
make  a  great  portion  of  the  recommended  improvements  in  the  near  future 
would  not  only  give  greater  employment  to  labor  but  would  also  secure 
greater  benefits  in  a  shorter  time  to  the  City  and  all  interested  parties. 

It  may  be  useful  to  consider  the  financial  plans  in  similar  cases  else- 
where : 

Financial  Plains  of  Nerv  Yorl(  and  Chicago 

The  transportaticjn  of  New  York  is  being  financed  by  co-operation  be- 
tween the  railroads  and  the  city.  Half  of  the  money  is  being  furnished  by 
the  city  by  a  bond  issue,  upon  which  the  railroads  pay  interest  and  sinking- 
fund  charges. 

In  Chicago  an  entirely  different  state  of  affairs  existed  in  1907,  at  the 
time  of  the  expiration  of  the  cable  railway  franchises.  Although  the  city 
had,  by  the  ballot,  declared  itself  in  favor  of  "immediate  municipal  owner- 
ship," it  found  itself  without  the  funds  to  rebuild  new  lines.  The  money 
could  not  be  raised  by  bond  issue  without  exceeding  the  charter  limit.  The 
old  cable  line  had  been  obsolete  for  many  years  and  it  was  necessary  to 
install  electric  lines  and  in  this  dilemma,  the  city  evolved  what  has  since  been 
known  as  the  "Chicago  Plan."  The  city  granted  the  company  an  indetermi- 
nate franchise  under  a  profit  sharing  agreement.  After  paying  operating 
expenses,  the  city  and  company  were  each  allowed  5  per  cent  of  the  gross 
earnings  and  the  surplus  was  divided,  60  per  cent  to  the  company  and  40 
per  cent  to  the  city.  The  city  reserved  the  right  to  acquire  the  property  at 
such  a  time  as  the  purchase  could  be  financed.  The  resettlement  plan  in- 
cluded a  definite  price  based  upon  the  condition  in  1907,  with  provision  for 
additions  and  betterments  subsequently.  The  effect  of  unification  was  ob- 
tained by  a  Traction  Board  in  which  the  city  was  represented  and  the  60 
per  cent  the  company  was  allowed  under  the  terms  furnished  the  competi- 
itve  element  or  the  incentive.  The  city  participates  as  a  silent  partner  and 
is  relieved  of  the  direct  responsibilities  of  operation. 

Tentative  Plan  for  Division  of  First  Cost 

For  the  highway  bridges  across  the  Los  Angeles  River,  the  railroads 
should  pay  the  difference  between  the  cost  of  elevated  viaducts,  as  planned, 
and  the  cost  of  installing  similar  bridges  at  grade.  By  this  arrangement  the 
roads  would  pay  for  all  track  depression,  the  approaches  and  that  part  of 
the  main  span  due  to  increased  height. 

Street  railways  using  the  highway  bridges  should  pay  the  difference 
between  the  cost  of  simple  highway  bridges  and  the  cost  of  bi'idges  as  de- 
signed, with  extra  width  and  loading  due  to  use  by  these  lines.  The  lines 
should  pay  whatever  proportion  of  the  street  paving  it  is  customary  for 
them  to  pay  under  the  provisions  of  their  franchises. 

The  state  and  county  should  pay  their  proper  portion  of  the  cost  of  all 
bridges  on  the  state  and  county  highway  systems. 

For  the  union  passenger  terminal,  the  natural  lines  of  divisions  of  cost 


Franc  11  isii.  Lia;.\i.  and  I-'i\ANciAr.  Mattecrs  52*^ 

are  less  marked  than  in  the  case  of  grade  separation.  W  itli  the  station 
located  at  the  Plaza,  there  will  be  a  large  c^lhancemcnt  in  realtv  an.l  business 
values.  It  would  be  but  fair  to  e.xiject  that  th..se  chiefly  beneVucd  w.-uld  be 
willing  to  form  an  assessment  district  to  share  a  portion  of  the  first  cost  of 
the  station  building  and  new  land  required.  An  acceptable  station,  we  esti- 
mate, can  be  built  for  $1,000,000  (contract  cost).  It  is  suggested  that  the 
City  might  increase  this  sum  in  case  a  more  elaborate  building  is  desired, 
and  might  furnish  the  Plaza  in  front  of  the  station  as  was  done  in  Wash- 
ington, D.  C.  As  the  Federal  Building  also  will  face  this  Plaza,  it  may 
be  possible  to  .secure  a  government  appropriation  to  cover  a  portion  of  the 
cost.  The  remainder  of  the  terminal  cost,  except  e.xpress  facilities,  should 
be  borne  by  the  railroads.  The  mail  facilities  can  l)e  leased  to  the  Federal 
Government. 

A  union  less  than  carload  station  and  other  facilities  should  be  fur- 
nished by  the  railroads. 

Tentative  Plan  for  Division  of  Operating  and  Maintenance  Cost 

The  bridges  and  viaducts  should  be  maintained  by  the  citv.  except  that 
the  railroads  should  ])rotect  and  maintain  all  steel  work  over  their  tracks. 
The  state  and  county  should  maintain  the  paving  on  the  bridges  which  are 
part  of  the  state  and  county  highway  systems.  The  union  ])assenger  sta- 
tion should  be  operated  by  a  terminal  company  as  suggested  above. 

The  union  coach  yard  should  be  under  the  jurisdiction  and  operating 
control  of  the  operating  union  terminal  company. 

Leasing  charges  and  rentals  should  be  proportional  to  use  and  sufficient 
only  to  cover  operating  exjjenses.  sinking  fund  requirements  and  fixed 
charges. 

The  union  less  than  carload  freight  station  may  or  may  not  be  included 
in  the  property  and  the  operations  of  the  union  terminal  company.  It  is 
desirable,  however,  to  have  this  facility  under  the  exclusive  operating  con- 
trol of  the  railroads.  Cost  of  maintenance  should  be  proportional  to  the 
tonnage  handled. 

Repair  shops  and  mechanical  facilities  should  be  pooled  for  such  work 
as  can  be  done  jointly  to  the  best  advantage. 

Pacific  Electric  Railway  and  Rapid  Transit 

We  recommend  a  subway  in  Main  Street  from  Seventh  to  Sunset 
Boulevard.  This  subway  can  be  built  by  the  City  and  leased  to  the  oi)erat- 
ing  companv  as  is  done  in  New  York.  In  this  case  the  City  would  receive 
a  rental  and  would  in  addition  have  the  use  of  this  subway  for  conduits, 
pipes,  etc.  The  very  costly  and  constant  tearing  up  of  main  business  thor- 
oughfares as  it  is  now  going  on  would  be  avoided  and  the  City  would  be 
provided  with  a  facility  in  which  to  place  future  water  pii)es  or  electric  con- 
duits for  municipal  power. 

As  pointed  out  heretofore.  Charter  amendments  may  be  necessary  to 
enable  the  Citv  to  enter  into  such  arrangements. 


CHAPTER  XX 

OUTLINE 
Sources  of  Data 

Maps  and  Profiles 

Occupancy  Survey 

Contents  of  Estimates 

Unit  Costs  in  Estimates 

Construction  Estimate  Summaries 

Overhead  Expenditures 

Estimated  Construction  Periods  of  Construction  Units 

Contingencies 

Key  to  Unit  Estimates 

Estimates  For  Ultimate  Construction  by  Units 

Sections  Common  to  All  Plans 

Sections  Included  in  Southern  Pacific  Plan  Only — Plan  "A" 
Sections  Included  in  Plaza  Plan  Only — Plan  "C" 
Sections  Included  in  Santa  Fe  Plan  Only — Plan  "D" 
Sections  Common  to  Southern  Pacific  and  Plaza  Plans 
Sections  Common  to  Southern  Pacific  and  Santa  Fe  Plans 
Sections  Common  to  Flaza  and  Santa  Fe  Plans 

Estimates  for  Immediate  Construction  liy  Units 
Sections  for  Southern  Pacific  Plan — Plan  "A" 
Sections  for  Plaza  Plan — Plan  "C" 
Sections  for  Santa  Fe  Plan — Plan  "D" 

Keys  to  Assembly  of  Unit  Estimates  for  Complete  Plans 
Ultimate  Plan 

Plans  in  Which  Estimate  Sections  Occur 

Sections  in  Each  Plan 
Immediate  Construction 

Plan  in  Which  Estimate  Sections  Occur 

Section  in  Each  Plan 
Alphabetical  List  of  Estimate  Sections  and  Plans  in  Which  They  Occur 
Summary  of  Unit  Estimates  for  Complete  Plans  (Tables) 
Ultimate  Plan 

With  Union  Passenger  Station  at  Southern  Pacific  Station  Site 

With  Union  Passenger  Station  at  Plaza  Site 

With  Union  Passenger  Station  at  Santa  Fe  Station  Site 
Immediate  Construction 

With  Union  Passenger  Station  at  Southern  Pacific  Station  Site 

With  Union  Passenger  Station  at  Plaza  Site 

With  Union  Passenger  Station  at  Santa  Fe  Station  Site 


ClIAPTKR  XX 
ESTIMATES 

SOURCES  OF  DATA 

It  goes  without  saying  that  a  very  large  anidiint  of  data  was  required 
for  the  purposes  of  this  report.  A  considerable  portion  of  the  time  and 
expense  of  the  entire  investigation  is  chargeable  to  the  accunuilation.  veri- 
fication and  assembly  of  the  necessary  underlying  information.  W  ithout  the 
co-operation  of  the  carriers,  and  of  the  city  authorities,  we  should  have  been 
unable  to  complete  the  report  in  the  time  consumed  and  much  valuable  data 
could  not  have  been  obtained  at  all. 

Information  regarding  carriers'  statistics  and  physical  characteristics 
was  requested  from  the  railroads.  Much  of  this  information  was  a  matter 
of  record;  some  was  furnished  at  a  minimum  expenditure  nf  time  and  some 
required  a  month  or  nicjre  to  analyze  and  record.  Other  information  was  not 
a  matter  of  record  and  required  surveys,  or  such  work  as  counting  passen- 
gers; certain  information  was  submitted  as  confidential.  i)articularly  costs 
of  lands,  or  passengers  carried  to  and  from  certain  points,  and  we  have 
agreed  to  regard  such  data  as  executive.  Generally,  all  railroad  data  was 
stisfactory  and  only   in  a   few  cases  was  it  necessary  to  make  corrections. 

We  wish  to  say  that  our  requests  were  cheerfully  met,  in  an  evident 
spirit  of  co-operation,  and  the  data  furnished  as  rapidly  as  was  possible 
under  existing  conditions.  These  conditions,  arising  from  the  lack  of  cler- 
ical and  other  help,  caused  by  the  war  and  the  federal  control  of  railroads, 
were  fully  realized  by  us  and  we  have  been  careful  to  request  only  such  data 
as  was  deemed  essential,  and  not  to  press  the  carriers  in  the  matter  of  time. 

In  addition  to  information  received  from  the  carriers,  the  City  of  Los 
Angeles,  through  its  City  Engineer  and  the  Chief  Engineer  of  the  Board  of 
Public  Utilities,  the  Board  of  Education  and  the  Registrar,  furnished  us  with 
considerable  data,  always  most  courteously  and  promptly.  The  County  of 
Los  Angeles,  particularly  through  the  Assessor's  office,  has  also  furnished  a 
large  amount  of  data,  and  here,  too,  we  have  received  the  earnest  co-opera- 
tion of  the  officials  with  whom  we  took  up  our  questions. 

General  information  has  been  supplied  by  certain  quasi-public  bodies, 
notably  the  Chamber  of  Commerce. 

MAPS  AND  PROFILES 

Our  first  task,  almost,  was  to  construct  a  "base  map"  to  be  used  as  a 
basis  for  future  studies.  The  City  of  Los  Angeles  Exhibit  No.  5— "Railroad 
and  Industrial  Map  of  the  City  of  Los  Angeles."  Drawing  No.  515,  Scale  1 
inch  to  200  feet,  was  found  to  be,  after  some  investigation,  best  suited  for 
this  purpose.     After  tracing  this  map.  it  was  found  in  some  cases  the  street 


S3i2  Los    Ant.ei.es    Terminal    lNVESTi(;ATinN 

names  did  not  agree  with  those  on  the  ground,  that  certain  streets  were 
shown  which  appeared  to  be  vacated,  and  that  there  were  several  other 
questions  which  required  some  verification  for  our  purposes.  This  is  in  no 
manner  a  reflection  on  this  Exhibit,  but  is  simply  drawing  attention  to  the 
fact  that  the  map  only  purported  to  be  correct  up  to  September  11,  1917,  and 
that  certain  changes  had  taken  place  in  the  interim.  Furthermore,  the  orig- 
inal map  was  made  for  a  purpose  different  from  ours  and  had  to  be  adapted 
to  our  needs.  Accordingly,  we  obtained  from  the  City  of  Los  Angeles  prints 
of  the  so-called  "District  Map"  which  is  on  a  larger  scale,  and  which  is. 
as  we  understand,  kept  up  to  date  as  far  as  street  names,  new  streets,  and 
vacated  streets  are  concerned,  and  endeavored  to  have  our  "Base  Map" 
agree  with  this  "District  Map."  As  we  decided  to  make  our  tracing  some- 
what larger  than  the  Board  of  Public  Utilities'  map,  Mr.  F.  D.  Howell,  the 
Chief  Engineer  of  the  Board,  kindly  consented  to  plot  for  us  the  land  and 
street  names  in  part  of  the  district,  which  were  outside  of  the  boundary  of 
the  map  prepared  by  the  Board. 

It  also  developed  that  there  were  a  few  minor  discrepancies  between 
the  spur  tracks,  as  shown  on  the  City's  Exhibit,  and  as  they  actually  existed 
upon  the  ground,  some  of  which  were  due  to  the  construction  or  rearrange- 
ment of  these  spur  tracks  subsequent  to  the  date  of  the  City  of  Los  Angeles 
Exhibit  No.  3.  These  have  been  corrected,  as  far  as  was  possible,  within 
the  limits  covered  by  our  "Base  Map."  This  map  is  on  file  with  the  Com- 
mission and  is  the  original  from  which  the  photo-reproductions  appearing  in 
this  report  were  prepared.  The  original  is  too  large  to  be  made  a  part  of 
any  report,  being  about   18  feet  long. 

As  the  lands  owned  by  the  carriers  appeared  to  be  of  primary  impor- 
tance, we  early  attempted  to  secure  the  limits  of  such  lands,  whether  owned, 
leased,  or  owned  and  leased  to  others.  This  information  was  obtained  by 
sending  a  copy  of  City  of  Los  Angeles  Exhibit  No.  3  to  the  Southern  Pa- 
cific Company,  the  Atchison,  Topeka  and  Santa  Fe  Railway  Company-Coast 
Lines,  Los  Angeles  and  Salt  Lake  Railway  Company,  and  the  Los  Angeles 
Railway  Corporation,  with  the  request  that  they  show*  this  information  for 
their  properties  in  color.  After  having  received  these  maps,  the  ownership 
of  the  lands  involved  was  verified  at  the  County  Assessor's  office  and  all  dis- 
crepancies ironed  out  and  the  necessary  corrections  made.  This  map  is  the 
basis  of  the  small  maps  in  this  report  showing  carrier  lands. 

In  connection  with  the  elimination  of  grade  crossings  adjacent  to  the 
Los  Angeles  River  it  was  necessary  to  secure  profiles  of  the  river  and  of  the 
adjacent  tracks  of  the  Santa  Fe  and  Salt  Lake  Railways  and  of  the  various 
streets  crossing  the  river.  The  City  of  Los  Angeles  Exhibit  No.  1  appeared 
to  present  part  of  the  information  desired,  but  since  the  Chief  Engineer  of 
the  Board  of  Public  Utilities  verbally  advised  that  the  profile  was  made  up 
from  such  information  as  was  at  hand,  and  since  the  report  of  Messrs.  Ham- 


Estimates  5.^3 

lin,  Howell  and  Storrow  (which  was  attachcfl  to  the  Application  in  Case 
970  and  marked  Hxhibit  "A")  also  states  that  this  pmlile  was  made  ui>  fnmi 
information  available  at  the  time,  it  was  thought  advisable  to  verify  the 
grade  lines  of  the  two  carriers  whose  tracks  arc  adjacent  to  the  railroad. 
The  Salt  Lake  advised  that  the  grade  of  its  track  was  correct.  The  Santa 
Fe,  however,  submitted  a  profile  of  its  track  which  dilTcr-^  slightly  from  map 
shown  by  City  of  Los  Angeles  Exhibit  No.  2. 

The  Southern  Pacific  and  Salt  Lake,  in  response  to  our  request,  made 
surveys  to  determine  the  profiles  of  the  various  streets  crossing  the  river. 
and  these  have  been  used  as  a  basis  for  the  studies  of  possible  viaducts  across 
the  river  and  for  the  street  grades  of  the  ajiproaches. 

For  a  study  of  the  excavation  required  for  the  depression  of  the  Santa 
Fe  and  Salt  Lake  tracks  along  the  Los  Angeles  River,  we  used  cross-sec- 
tions which  were  obtained  from  these  two  roads.  The  .'^alt  Lake  had.  we 
found,  rather  recently  taken  cross-sections  of  its  roadbed  at  200  feet  in- 
tervals, which  were  a\ailable.  The  Santa  Fe  found  it  necessary  to  cross- 
section  its  roadbed,  which  was  also  done  at  200  feet  intervals,  and  prei)are  a 
profile.  These  cross-sections  are  of  sjjccial  value  because,  among  other 
information,  they  present  a  profile  of  the  bed  of  the  river  right  u\)  to  date. 
This  is  in  general  below  the  grade  of  previous  records,  showing  the  constant 
lowering  of  the  ri\cr  bottom,  except  south  of  Xintli  Street,  where  there  was 
evidently  a  raise  between  l')14  and  1918. 

With  these  changes.  City  of  Los  Angeles  Exhibit  No.  1  was  made  a 
basis  for  the  study  of  the  elimination  of  grade  crossings  adjacent  to  the  river, 
the  present  elevation  of  tracks  and  river  bed  being  shown  on  the  four  profiles 
found  in  Chai)ter  \  I.  On  all  drawings  elevations  have  been  referred,  as 
far  as  possible,  to  the  <ifficial  city  datum  plane,  the  surveys  made  by  the 
carriers  having  been  made  with  this  datum  as  a  basis. 

There  are.  of  course,  very  many  other  maps,  profiles,  etc..  which  have 
been  used  in  this  work,  but  those  mentioned  are  the  most  important. 

OCCUPANCY  SURVEY 

\\'ith  a  view  of  ascertaining  the  occu|)ancy  in  the  industrial  district  an 
"occupancy  survey"  was  inade.    This  survey  was  made  to  show  the: 

1.  Location  of  all  1)uildinf;s. 

2.  Kind   of  building   (whether  frame,  brick,  concrete,  etc.),  and   nunil)cr  of 

stories. 

3.  Location  of  vacant  land, 

4.  Nature  of  business  carried  on  in  each  structure. 

This  data  has  been  mapped  and  now,  at  a  glance,  it  is  possible  to  form 
a  reasonablv  accurate  opinion  as  to  whether  a  street  or  spur  track  can  be 
located  or  a  change  of  grade  made  without  excessive  damage  to  improve- 
ments. 


534  Los    Angeles    Terminal    Investigation 

Near  the  proposed  sites  of  union  passenger  terminals,  and  in  the  vicinity 
of  approaches  to  possible  bridges  across  the  Los  Angeles  River,  this  data 
was  supplemented  by  an  appraisal  of  the  buildings,  this  appraisal  of  build- 
ings being  made  to  obtain  two  elements  of  value: 

1.  Cost — an  estimate  of  original  cost, 

2.  Present  value — an  estimate  of  present  "sound  value." 

The  appraisal  was  made  by  a  man  of  long  experience  in  Los  Angeles 
and.  in  the  cost  estimates,  it  was  attempted  to  use  unit  costs  which  approx- 
imate those  prevalent  in  the  period  in  which  the  structure  was  evidently 
constructed. 

For  present  value,  an  estimate  of  depreciation  and  "sound  value"  was 
made,  this  latter  tigure  being  the  amount  which  an  owner  could  reasonably 
expect  to  obtain  from  an  insurance  company  if  his  building  were  to  burn 
down,  provided  sufficient  insurance  be  in  force. 

As  a  check  against  our  valuation  the  figures  developed  in  1915  by  the 
Los  Angeles  City  and  County  Bureau  of  Appraisal  were  obtained.  As  a 
matter  of  fact,  the  latter  figures  were  first  obtained  and  an  attempt  made 
to  verify  them,  but  considerable  discrepancy  was  found  in  various  buildings 
and  our  appraisal  was  then  started.  On  the  whole,  the  figures  from  the  two 
sources  agree  very  closely  for  a  large  area,  but  vary  widely  in  individual 
buildings. 

CONTENTS  OF  ESTIMATES 

What  the  Estimates  Include 

We  are  at  first  concerned  with  the  cost  of  the  proposed  facilities,  regard- 
less of  how  the  cost  should  be  divided  between  the  interested  parties.  That 
matter  must  be  equitably  adjusted  after  a  decision  is  reached  as  to  what 
is  to  be  done  and  at  what  time.  A\'ith  this  in  view,  it  must  be  apparent 
that  the  estimates  should  cover  the  new  money  to  be  raised,  rather  than  the 
value  of  existing  facilities.  Although  one  road  may  compensate  another  for 
rights  acquired  (because  of  proposed  joint  use  of  facilities),  no  new  money 
— money  not  previously  invested  in  transportation  facilities — is  required  as 
far  as  the  use  of  existing  railroad  property  is  concerned.  On  the  other  hand, 
private  property  to  be  acquired,  or  new  construction,  or  reconstruction  and 
rearrangement  clearly  require  new  money.  The  estimates  cover  onlv  the 
new  money   required. 

It  might  he  here  noted  that  inasmuch  as  different  use  is  made  of  sev- 
eral of  the  larger  carrier  tracts,  there  are  a  number  of  carrier  buildings 
which  would  be  destroyed.  Manifestly  these  buildings  are  of  value  to  the 
carrier  and  it  is  only  fair  that  the  carrier  should  be  paid  the  present  value 
of  the  building,  either  directly,  or  by  crediting  the  proper  amount  against 
Its  i)roportion  of  the  cost  of  the  entire  construction.     To  do  otherwise  would. 


Estimates  535 

in  our  opinion,  be  confiscation  without  just  compensation.  \Vc  have,  there- 
fore, included  in  our  estimates  "compensation  for  facilities  displaced"  to  cover 
such  cases  and  also  include  the  estimated  cost  of  moving,  to  some  other 
location,  the  contents  of  the  buildings,  such  as  machinery,  records,  furni- 
ture, etc.  If  the  facility  displaced  is  not  to  be  destroyed,  as  a  track  scale, 
the  estimates  include  moving  the  scale  and  setting  it  up  on  a  new  foundation. 

In  general,  the  salvage  value  of  buildings,  either  jjrivately  or  carrier 
owned,  is  considered  equal  to  the  cost  of  removal,  and  neither  item  of  cost 
appears  in  the  estimates. 

The  cost  of  the  establishment  of  the  various  facilities  herein  considered 
and  set  forth  are  made  up  of  many  items,  which  fall  into  the  following 
general  classes : 

1.  Physical  Construction. — This  item  covers  construction  of  new  facilities,  or, 
as  in  the  case  of  rearrangement  of  tracks,  the  estimated  cost  of  making 
the  change,  including  credits  for  material  left  over,  if  any.  and  moving 
cirrier  facilities  from  one  location  to  another. 

2.  Overhead  Expenditures. — This  item,  as  e.Nplained  later,  covers  the  cost 

of  engineering,  administration  and  interest  during  construction,  and  is 
added  as  a  percentage  to  Class  1.  above. 

3.  Compensation   for  Facilities   Displaced. — This   item   covers   the   payment 

to  be  made  to  the  owner  of  property  which  would  otherwise  be  con- 
fiscated without  compensation.  Included  is  the  estimated  value  of 
existing  buildings  on  private  property  to  be  acquired  for  transportation 
purposes,  or  buildings  on  carrier  property  which  would  be  destroyed 
in  the  course  of  the  proposed  changes,  alterations  on  private  buildings 
where  it  is  not  necessary  to  destroy  them,  and  moving  of  carrier  equip- 
ment in  these  buildings.  Equipment  in  private  buildings  is  not  included. 
as  the  estimate  of  land  cost  purports  to  be  sufficient  to  pass  the  fee. 
"Overhead  E.xpcnditures."  e.xcept  interest  during  construction,  are  not 
applied  to  items  in  this  class. 

4.  Lands. — This  item   covers  not  only  the  estimated  market   value  of  non- 

carrier  lands  which  it  is  proposed  to  acquire,  but  the  estimated  cost  of 
acquisition  through  condemnation  and  interest  during  construction  on 
the  total  cost.  No  other  overhead  expenditures  are  applied  to  this 
item.  Credits  for  lands  released  from  transportation  use  are  deducted. 
(The  land  and  real  estate  studies  form  an  important  part  of  this  report 
and  are  separately  discussed  in  Chapter  XV'tll.) 

5.  Damages.— This   item   is   found   only   in   the   estimates   for   viaducts   and 

covers  the  estimated  damages  to  real  property  occasioned  by  the 
change  in  grade  of  the  street.  No  overhead  expenditures  are  applied 
to  this  item,  nor  is  interest  estimated  thereon. 

Unit  Costs  in  Estimates 

Construction  costs  were  first  estimated  with  unit  prices  approximately 
as  of  1916.  During  the  time  this  report  was  in  course  of  preparation,  the 
labor  and  material  markets  were  in  a  most  chaotic  condition.  This  was  due 
to  the  war  and.  with  conditions  so  unsettled,  and  changing  from  day  to  day, 


536  Los    Angeles    Terminal    Investigation 

it  was  thought  advisable  to  use  1916  prices  and,  if  necessary,  bring  them  up 
to  any  date  by  the  addition  of  a  percentage  applicable  to  a  later  date.  Since 
the  close  of  the  war,  unit  prices  have  been  revised  and  the  present  estimates 
show  figures  of  costs  of  what,  in  our  opinion,  may  reasonably  be  expected 
during  the  next  five  years. 

Take  rails,  for  example:  For  about  sixteen  years  the  price  was  $28.00 
(per  gross  ton)  f.  o.  b.  eastern  points,  with  about  $11.00  freight,  or  $39.00 
f.  (1.  b.  Pacific  Coast.  During  practically  all  of  1918  the  price  was  $55.00 
east  with  about  $26.00  freight,  or  $81.00  Pacific  Coast,  this  being  a  govern- 
ment price  and  freight  rate,  ^^'e  have  assumed  a  price  of  $60.00  Pacific 
Coast,  based  on  the  assumption  that  there  will  be  some  reduction,  but  that 
the  price  will  not  reach  the  old  low  level.  Other  track  material  prices  have 
been  treated  in  a  similar  manner.  It  should  be  stated  that  the  price  of 
$5-5.00  was  simply  the  settling  price  between  the  Railroad  Administration 
and  the  mills,  and  while  not  good  evidence  of  a  market  price,  it  is  the  only 
indication  available  as  practically  no  rails  were  rolled  since  the  first  of  1917. 

This  does  not  apply  to  lands.  Estimates  of  costs  of  lands  to  be  acquired 
are  intended  to  represent,  as  nearly  as  may  be,  our  opinion  of  this  cost  if  the 
lands  are  acquired  during  the  next  few  years.  This  matter  has  been  fully 
discussed  in  Chapter  XVIII. 

Schedules  of  unit  costs  used  in  our  estimates  are  available  in  the  Com 
mission's  office.  As  arranged,  these  apply  principally  to  standard  railroad 
construction,  no  efl'ort  being  made  to  set  forth  the  many  various  unit  costs 
for  building  estimates,  etc.,  because  of  the  large  number  of  items  involveo'. 
We  have  used  as  a  basis  for  track  estimates  a  composite  track  practically 
equal  to  .that  of  either  of  the  three  steam  roads  entering  Los  Angeles.  This 
avoids  three  different  sets  of  figures  and  makes  no  material  difference  in  the 
end.  Four  different  classes  of  tee  rail  track  are  assumed ;  main  line,  pas- 
senger station  yard,  freight  yard  and  industry,  decreasing  in  cost  in  the 
order  given. 

Overhead  Expenditures 

This  term  includes  expenditures  ordinarily  charged  to  the  following 
accounts  (Interstate  Commerce  Commission  Classification  of  Exiienditures), 
but  which,  due  to  the  method  of  estimate,  are  provided  for  by  the  addition 
of  a  percentage  tn  the  estimate  of  i)hysical  construction: 

Account  No.  1 — Engineering, 

71 — Organization  expenses, 
"  72 — General  officers  and  clerks, 
"  73— Law, 

74 — Stationery  and  orintine:. 
"  75 — Taxes, 

76 — Interest  during  construction, 

77 — Other  expenditures — General. 


I-STI  MATES  537 

The  percentages  applied  to  cover  the  above  expenditures  are  not  applied 
o    an.i,  to  cred.ts  for  materials,  nor  to  amounts  estimated  as  compensation 
to  the  owners  tor  huildinss  to  he  abandoned,  except  Account  76.  interest  as 
applied  to  expenditures  for  land. 

F.n.s^Mneerins  is  estimated  at  4/,  per  cent  of  the  total   for  construction 

Accounts  /i   to  73   (inclusive),  and  77,  are  groupe.l  together  an<l  esti- 
mated at  1/,  per  cent  of  the  total   for  physical  construction 

Account  76-Interest  During  Construction-is  based  upon  a  rate  of  6 
per  cent  per  annum.  For  physical  construction  it  is  ap,,lied  on  the  theorv 
that  half  the  total  of  the  estimate  is  the  average  amnunt  upon  which  inter- 
est durmg  construction  should  be  paid,  using  the  full  period  of  construction 
Ihe  period  of  construction  is  estimated  separately  for  each  section,  as  shown 
in  the  following  tabulation  : 

ESTIMATED  CONSTRUCTION  PERIODS  OF  CONSTRUCTION  UNITS 


Estimate 

Construction 

Estimate 

Construction 

Estimate 

Construct! 

Section 

Period 

Section 

Period 

Section 

Period 

Key 

Months 

Key 

Months 

Key 

Months 

A 

24 

V 

4 

CE 

24 

B 

6 

w 

1(1 

CF 

M, 

C 

14 

X 

12 

CG 

24 

D 

2 

Y 

.3 

CH 

12 

E 

2 

Z 

8 

Q 

M 

F 

6 

AA 

Itl 

CK 

6 

G 

AB 

4 

CL 

6 

H 

18 

AC 

4 

CM 

24 

I 

6 

AD 

4 

CN 

18 

J 

4 

AG 

4 

DB 

6 

K 

24 

AK 

12 

DH 

12 

L 

8 

AL 

12 

DJ 

30 

M 

18 

AM 

18 

DK 

6 

N 

1 

AN 

18 

DL 

8 

O 

24 

AG 

6 

DM 

18 

P 

1 

AS 

8 

DN 

18 

Q 

18 

AT 

8 

DO 

14 

R 

20 

CA 

18 

DP 

18 

S 

8 

CB 

6 

DQ 

4 

T 

18 

CC 

16 

DR 

18 

U 

18 

CD 

8 

DV 

10 

For  land,  the  rate  of  interest  is  a])plied  on  the  entire  construction  period 
and  to  the  total  estimated  cost  of  acquiring  the  land,  on  the  theory  that  land 
must  be  purchased  before  construction  begins  and  interest  will  accrue  until 
operation  commences.  This  will  probably  not  be  strictly  the  case  in  all 
instances  aiul  a  slight  reduction  in  this  item  may  be  expected. 

Contingencies 

Ten  per  cent  is  added  to  estimates  of  physical  construction  to  cover  un- 
forseen  expenditures,  small  items  not  separately  estimated,  changes  in  plan 


538  Los    AxGELES    Terminal    Ixvestigatiox 

and  contiiiirencies  in  the  prices  of  materials  and  the  cost  of  labor.  This  is 
applied  to  the  same  totals  used  for  the  calculation  of  overhead  expenditures, 
including  the  allowance  for  contingencies. 

Construction  Estimate  Summaries 

In  order  to  take  into  consideration  all  of  the  various  influences  of  the 
interdependent  matters  of  grade  crossing  elimination,  union  passenger  sta- 
tion and  freight  handling,  we  have  made  estimates  which  are  called  the 
Plaza  Plan  (Plan  C),  the  Southern  Pacific-Salt  Lake  Plan  (Plan  A),  and 
the  Santa  Fe  Plan  (Plan  D),  and  which  cover  not  only  the  union  passenger 
terminal,  but  the  proposed  grade  separations  and  improvements  in  the 
handling  of  freight  which  accompany  the  location  of  the  passenger  station  on 
the  three  difYerent  sites. 

The  summaries  are  made  by  combining  estimates  for  a  number  of 
various  sections.  Some  of  these  sections  are  common  to  the  three  plans, 
some  to  two  and  others  to  one  plan  only.  Where  the  ultimate  plan  (and 
this  happens  in  a  few  estimates)  must  remain  somewhat  indefinite  as  to  the 
ultimate  number  of  tracks,  we  have,  in  such  sections,  estimated  on  the  imme- 
diate improvements  only.  We  should  here  say,  however,  that  in  these  sec- 
tions the  difference  is  of  small  consequence.  All  estimates  include  all  the 
land  necessary  for  the  ultimate  plan. 

In  general,  a  single-letter  section  applies  to  all  three  plans;  the  first 
letter  of  two-letter  section  indicates  the  plan  to  which  the  section  is  pecu- 
liar, but  there  are  several  exceptions  to  this  system  of  nomenclature. 

In  order  to  present  clearly  the  location  and  limits  of  the  estimate  sec- 
tions, we  are  including  3  maps  (Figs.  198,  \'^9  and  200)  upon  which  this  in- 
formation is  shown.  These  show  graphically  the  relation  of  the  different 
sections  to  the  plan  and  to  one  another. 

KEY  TO  UNIT  ESTIMATES 

"A'"   Plan — Union  passenger  station  at  Southern  Pacific  site. 

"C"   Plan — Union  passenger  station  at  the  Plaza. 

"D"   Plan — Union  passenger  station  at  Santa  Fe  site. 

The  following  list  indicates  the  sections  comprising  the  various  items 
entering  each  or  all  of  the  plans.  The  estimate  for  each  section  is  complete 
in  itself  and  includes  lands,  buildings,  reconstruction  of  tracks  and  streets, 
etc.  ,and  the  so-called  overhead  percentages,  such  as  cost  of  acquisition  of 
land  and  engineering,  legal  and  general  expenses  incidental  to  construction. 
In  all  cases  the  existing  facilities  have  been  used  as  far  as  possible  and  all 
abandoned  material  possible  to  salvage  has  been  credited.  The  estimates 
cover  "new  money"  only,  except  where  otherwise  noted.  The  grand  total 
of  any  one  plan  is  obtained  by  adding  the  totals  of  various  sections  in  that 
plan,  as  noted  later. 


o;j9 


■isA 


m    .^.^ 


^!f 


CASE    970 
JULY  1919  NO  11-23 


ol 


541 


^v^ 


^;- 


KEY    TO     ESTIMATES 

FOR 

PLAN      0 

ON  STATION  AT  THE  SAWTE  FE  STATION  SITE 
LOS    ANGELES 


CASE    970 
JULV 1919  NO  11-25 


u 


J 


jaa 


(  I  f 


•mX 


DOM.,.'         -■      v^no,, 


UUfOBKM 


KEY    TO     ESTIMATES 

FO  R 

PLAN      C 

UNION     STATION    AT    THE    PLAZA 
LOS    ANGELES 


CASE     970 

JUNE  (919  H(XII-Z4 


544 


Los    Angeles    Terminal    Ixxestigatiox 


ESTIMATES  FOR  ULTIMATE  CONSTRUCTION   BY  UNITS 

Estimated 
Sections  Common  to  all  Plans  Cost 

A — Xfw  classification  yard — Southern  Pacific  Company — along  San 
Fernando  Road  from  a  point  approximately  500  feet  north 
of  Los  Feliz  Road  to  the  northerly  limit  of  the  proposed 
yard.  This  estimate  covers  the  items  additional  to  the  work 
already  done.     No  new  land  is  required $1,878,157 

B — New  bridge  carrying  Los  Feliz  Road  across  the  Los  .Angeles 
River,  presents  Southern  Pacific  tracks  and  the  new  track- 
age mentioned  under  C,  following.     No  new  land  required..         (i/.172 

C — New  double  track  along  east  bank  of  the  river  from  Santa  Fe 
tracks  at  Humboldt  Street  to  Southern  Pacific  tracks  at 
Pigeon  Farm,  or  Section  .\.  Includes  interlocking  at  junc- 
tion with  Section  A,  and  bridge  across  .'Arroyo  Seco 173.464 

D — New  double  track  connection  at  east  end  of  Santa  Fe  Bridge 
at  Humboldt  Street,  between  Salt  Lake  tracks  and  Section 
C  and  rearrangement  of  present  connection  between  Santa 
Fe  and  Salt  Lake.     Small  amount  of  land  required 59,841 

E — New-  connection  between  Southern  Pacific  and  Santa  Fe  tracks 
at  the  south  end  of  the  Santa  Fe  Bridge  on  west  side  of 
river  opposite  Humboldt  Street.  The  southerly  limit  of  this 
section  is  the  northerly  end  of  the  changes  introduced  by 
the  depression  of  tracks  along  the  west  bank  of  the  river. 
No  new  land   required 23.479 

F — New  approach  in  Baker  Street  to  North  Broadway  viaduct.  New- 
land   required    111,051 

G — Removal  of  North  Spring  Street  Bridge 0 

H — New  viaduct  on  North  Main  Street  across  the  river  and  adja- 
cent tracks.     No  new  land  required 543.084 

1 — Depression  of  Southern  Pacific  tracks  in  .'Mhamhra  .-Kvenue  from 
the  west  bank  of  the  river  to  a  point  1440  feet  east  of  the 
east  bank,  where  the  new  grade  intersects  the  old,  including 
lowering  of  Southern  Pacific  Bridge,  and  part  of  a  southerly 
connection  between  Salt  Lake  and  Southern  Pacific  tracks. 
No  new  land   required 45,983 

J — New  double  track  connection  between  the  Salt  Lake  tracks  along 
the  river,  approximately  opposite  Cardinal  Street,  and  South- 
ern Pacific  tracks  in  Alhambra  Avenue.  Land  partly  acquired        64.502 

L — Trackage  for  Pacific  Electric  freight  between  the  river  and  the 
Pacific  Electric  main  line,  and  includes  new-  single-track 
from  just  north  of  Macy  Street  to  the  main  line,  including 
a  tunnel  under  Mission  Road  near  water  tank  in  Southern 
Pacific  shop  grounds;  three  1000  ft.  transfer  tracks  are  in- 
cluded.    New  land  is  necessary 141,392 

M — New  viaduct  across  the  river  and  adjacent  tracks  at  Macy 
Street,  including  widening  of  street  east  of  river.  New  land 
for  street  w-idening,   necessary    357,558 

N — Removal   of   present   Santa    Fe   main    line    tracks   and   crossings 

from  Macy  and  .\liso  Streets.     Lands  not  afifected 1,047 


Estimates  545 

O— New   freight  yard   for  Santa   Fe  at  Hobart.     Land  already  ac- 

''"'^^^    957,030 

P— Connection  of  Jackson  Street   spur  with   Santa   Fe  tracks   east 

of  Center  Street   4  ^j/- 

Q— New    viaduct    across    the    river    and    adjacent    tracks    at    First 

Street.     No  new  land  required 39O  209 

R— New  viaduct  in  new^  location  across  the  river  and  adjacent 
tracks  at  4th  Street,  including  widening  of  street  west  of 
river.     Some  new  land  required 856,285 

T— New  viaduct  at  Aliso  Street  for  electric  railway  only— no  high- 
way. Reconstruction  of  present  structure  into  2-track  via- 
duct by  raising  present  bridge  and  using  inside  girders. 
Approaches  with  two  tracks  only,  east  approach  extending 
to  Brooklyn  Avenue.     No  new  land  required 416,936 

U — New  viaduct  across   the  river  and  adjacent   tracks  at   Seventh 

Street.    No  new  land  required 567,591 

W — Depression  of  Santa  Fe  main  line  track  from  center  line  of 
Ninth  Street  to  westerly  end  of  bridge  proposed  across  the 
river  south  of  Butte  Street,  double  track  all  the  way.  In- 
cludes reconstruction  of  Redondo  Branch  north  of  Lenard 
Street,  as  may  be  necessary,  and  abandonment  and  removal 
of  bridge  and  present  main  line  from  Redondo  Junction  to 
the  point  east  of  Soto  Street  where  new  Section  Z  begins. 
No  new  land  required,  some  right  of  way  abandoned 201,272 

X — Reconstruction  and  double-tracking  of  Salt  Lake  tracks  from 
westerly  end  of  new  bridge  south  of  Butte  Street  to  begin- 
ning of  curve,  about  600  ft.  east  of  .Manieda  Street,  includ- 
ing grading  for  grade  separation  at  Santa  Fe  Avenue  and 
reconstruction  of  spur  track  to  L.  W.  Blinn  and  removal 
of  Salt  Lake  Butte  Street  Bridge  and  track  east  of  river  to 
Salt  Lake  present  main  line.    Small  additional  right  of  way.        97.258 

Y — New  double-track  connection  through  Hammond  Lumber 
Company  from  Section  X  to  Southern  I'acific  tracks  in  Ala- 
meda Street,  .'\dditional  interlocking  at  Clement  Junction 
Tower  included.     New  right  of  way  is  necessary 57,773 

Z — New  bridge  across  Los  Angeles  river  south  of  Butte  Street  on 
a  line  with  the  tangent  of  Santa  Fe  track  through  Hobart 
produced  westerly,  including  connection  to  Salt  Lake  tracks 
near  Boyle  Avenue  and  Alosta  Street  and  third  side  of  wye 
across  Soto  and  Lugo  Streets.  New  right  of  way  is  neces- 
sary         322,124 

AA — Subway  in  Santa  Fe  Avenue  at  Butte  Street  including  bridge 
carrying  trackage  from  Section  X  across  Santa  Fe  .Avenue. 
No  new  land  required 37.860 

AB— Reconstruction  of  easterly  end  of  Pacific  Electric  transfer 
tracks  west  of  Santa  Fe  Avenue  to  meet  elevated  tracks 
covered  in  Section  X.    No  new  land  required 8.694 

AT — New  team  yard  tracks  at  the  present  site  of  the  Los  Angeles 
Market,  at  Si.xth  and  Alameda  Streets,  with  a  surface  con- 
nection with  frciu'ht  tracks  in  .■Mameda  Street.  No  new  land 
required    .  176,694 


546  Los    Angei.es    Terminal    Investigation 

DR— New  double-track  elevated  construction  for  Pacific  Electric 
from  San  Pedro  Street,  paralleling  Sixth  Street  to  Alameda, 
thence  south  along  private  right  of  way  and  coming  to  grade 
on  present  line  between  Ninth  and  Fourteenth  Streets,  in- 
cluding reconstruction  of  present  elevated  from  Wall  Street 
to  San  Pedro  Street.     New  land  is  necessary 1,671..^90 


Sections  included  in  Southern  Pacific  Plan  Only— Plan  "A" 

AG — New  connection  from  Salt  Lake  San  Pedro  Branch  to  Santa 
Fe  tracks  east  of  Hobart  at  Hobart  Junction.  New  land 
is   necessary    66.729 

AK — Depression  of  Salt  Lake  tracks  along  east  bank  of  the  river 
from  Humboldt  Street  (Section  D)  to  a  point  south  of  Ninth 
Street.  This  covers  a  double-track  alongside  the  river  all 
the  way  and  new  double-track  from  north  foot  of  the  pro- 
posed elevated  near  Fourth  Street  into  the  double-track 
alongside  the  river  at  Aliso  Street,  also  includes  necessary 
industry  track  changes.  New  land  necessary  near  Macy 
Street  to  move  tracks  outside  official  river  bed 398.249 

AL — Reconstruction  of  the  present  Salt  Lake  freight  yard  and 
shop  grounds  between  1st  and  7th  on  the  east  bank  of  the 
river  into  a  union  coach  yard  and  engine  terminal,  including 
a  connection  from  the  yard  to  the  elevated  track.  No  new 
land  necessary   1 .099,475 

AM — New  double  track  elevated  construction  for  the  Pacific  Elec- 
tric from  a  point  on  Section  DR  west  of  Alameda  Street, 
parallel  to  Section  AN,  across  Los  Angeles  River,  and  north 
to  the  present  main  line  at  Brooklyn  Avenue.  These  tracks 
will  come  to  the  depressed  grade  just  north  of  Fourth 
Street  and  rise  again  at  First  Street  to  cross  over  steam 
road  tracks  adjacent  on  the  east  side  and  continue  as  ele- 
vated across  Aliso  Street  and  Mission  Road,  meeting  present 
grade  at  Brooklyn  Avenue.     On  same  land  as  AN 902.423 

AN — New  double-track  elevated  construction  for  steam  roads  enter- 
ing proposed  union  terminal  at  present  Southern  Pacific 
Station  site  and  extending  from  near  Sixth  and  Alameda 
along  private  right  of  way  about  350  ft.  south  of  and  parallel 
to  6th  Street,  crossing  the  Los  Angeles  River  with  two 
curved  bridges  turning  north  and  south.  The  southerly  leg 
(fill  south  of  Hollenbeck  Avenue)  comes  to  grade  at  Ninth 
Street;  the  northerly  leg  just  north  of  Fourth  Street,  pass- 
ing under  Fourth  Street  viaduct.  The  elevated  wye  will 
connect  the  northerly  and  southerly  legs  just  east  of  the 
river.  This  section  will  include  the  interlocking  plant  to 
control  movements  at  the  junction  of  the  bridges.  Land 
already  acquired,  except  that  proposed  to  be  leased 1.545.322 

AS — Reconstruction  of  the  present  Southern  Pacific  passenger  sta- 
tion facilities,  together  with  the  express  buildings  and  land, 
into  a  union  terminal.  This  will  include  the  present  S.  P. 
team  yard  north  of  Fourth  Street.     New  land  is  necessary..    1.420.946 


EsTiMATKs  547 

Sections  included  in  Plaza  Plan  Only— Plan  "C" 

CA— Reconstruction  of  present  Southern  Pacific  freiglu  var.l  l.i- 
tween  North  Broadway  and  North  Spring  Street  in"to  union 
coach  yard,  including  double  track  connection  with  pro- 
posed union  station  as  far  as  center  line  of  North  Main 
Street.     Small  right  of  way  necessary 629.710 

CB— Depression  of  Southern  Pacific  tracks  in  Alhaml.ra  Avenue 
from  west  side  of  Los  Angeles  river  to  a  point  800  feet 
west,  including  double  track  connections  north  and  south 
to  depressed  Santa  Fe  river  tracks.     New  land  is  necessary..       165,902 

CC— New  viaduct  on  North  Main  Street  across  Redondo  Street.  No 

new  land  necessary 359  5j(, 

CE— ^'evv  viaduct  on  Macy  Street  connecting  with  Sunset  Boule- 
vard and  Broadway,  across  proposed  union  passenger  ter- 
minal (Section  CF).     New  lands  are  necessary 7.W.901 

CF— ^'^■w  passenger  terminal  at  the  I'laza  connecting  with  Section 
C.A  at  North  Main  Street  and  Section  CB  800  feet  west  of 
the  west  bank  of  the  river.  Includes  new  plaza.  Practically 
all   land  to  be  acquired 8.665,2JJ 

CO — Sub-tunncI  for  street  cars  in  Broadway  tunnel  between  Sunset 

Boulevard  and  California  Street.     No  new  land  required 381.920 

CH — Depression  and  double-tracking  of  Santa  Fe  tracks  along  the 
river  from  point  of  change  of  grade  near  North  Broad- 
way (Section  E)  to  center  line  of  .Miso  Street,  including 
tracks  from  Broadway  to  Main  Street  on  new  right  of  way 
out  of  river,  industry  spur  changes  and  Keller  Street  con- 
nection. Intermediate  step;  three  tracks  along  river.  New 
land   is   necessary 206.459 

CK — Removing  present  I'acific  Electric  double  tracks  on  Los  .An- 
geles Street  from  First  Street  to  .'Vliso  and  San.  Pedro,  and 
reconstruction  of  present  double  track  to  a  double  three- 
rail  track  on  First  Street  from  Los  .\ngeles  Street  to  San 
Pedro  Street,  including  special  work  at  First  Street  and  San 
Pedro  Street.     No  new  land  necessary 39,074 

CM — Double  track  subway  in  Main  Street  from  Seventh  Street  to 
and  under  proposed  union  passenger  station  at  the  Plaza. 
changing  to  elevated  railway  along  Ramirez  Street  and  con- 
tinuing as  elevated  to  present  Pacific  Electric  main  line  at 
Brooklyn  .Avenue  via  and  including  two-track  bridge  over 
Los  .\ngeles  River  at  Aliso  Street.  Includes  single-track 
loop  in  Seventh  and  Los  Angeles  Streets  and  under  Pacific 
Electric  Building  and  stations  at  Pacific  Electric  Main 
Street  Station,  Second  Street  and  union  passenger  station. 
Some  new  land  required 3,880,816 

Sections  included  in  Santa  Fe  Plan  Only— Plan  "D" 

DJ— New  union  passenger  terminal  at  the  present  Santa  Fe  pas- 
senger site,  including  all  changes  between  the  center  lines 
of  Aliso  and  Seventh  Streets.     No  new  land  required.  >  M,! 


i 


548 


Los    Angeles    Terminal    Investigation 


DL- 


DM- 


DK — New  double-track  surface  line  of  the  Pacific  Electric  from 
Sixth  and  Ceres  Avenue,  via  Sixth  and  Mateo  Streets,  to 
proposed  union  station  (Section  DJ).  including  terminal 
tracks  at  station.     No  new  land  required 238.944 

Depression  of  Santa  Fe  main  line  tracks  along  the  river  be- 
tween center  lines  of  Seventh  and  Ninth  Streets,  including 
reconstruction  of  old  main  line  and  coach  yard.  No  new 
land    required     129,408 

-New  double-track  elevated  construction  for  Pacific  Electric 
from  a  point  on  Section  DR  west  of  Alameda  Street  to  near 
Fourth  Street  viaduct  and  from  opposite  Turner  Street 
across  the  Los  Angeles  River  at  Aliso  Street  to  the  present 
main  line  at  Brooklyn  Avenue  via  private  right  of  way  350 
feet  south  of  and  parallel  to  Sixth  Street  and  also  new  track- 
age through  union  station  yard.  Includes  interlocking  at 
junction  of  Section  DR.  Land  practically  all  in  carrier 
ownership    885.633 

■New  viaduct  across  the  river  at  Ninth  Street,  including  cross- 
ing of  proposed  new  coach  yard.     No  new  land  required....      436,255 

■New  Salt  Lake  freight  terminal  between  Eighth  and  Hunter 
Streets,  including  double-track  connection  to  Butte  Street 
(Section  X).     No  new  land  necessary 286,564 

New  union  coach  yard  at  Santa  Fe  shop  site,  including  that 
part  of  the  coach  yard  tracks  north  of  Ninth  Street.  New 
land  is  necessary    1,166,277 

-New  double-track  connection  between  Santa  Fe  tracks  along 
the  river  north  of  Macy  Street  and  Southern  Pacific  tracks 
in  Alhambra  Avenue.     New  land  is  necessary 123,650 

■New  team  yard  at  present  site  of  Southern  Pacific  coach 
yard,  including  connection  with  freight  tracks  in  .-Mameda 
Street  and  cost  of  removal  of  present  facilities.  No  new 
land  necessary   528,203 


DN- 
DO- 

DP- 

DQ- 

DV- 


Sections  Common  to  Southern  Pacific  and  Plaza  Plans 


\ — .\bandonment  of  all  Southern  Pacific  facilities  at  their  present 
coach  yard  at  Shearer  and  Alameda  Streets  with  all  cost  of 
removal.     Lands  released  from  transportation  use. .  (Credit)   1.574,382 

AO — Team  track  at  proposed  Salt  Lake  freight  terminal  site  be- 
tween Eighth  and  Hunter  Streets,  including  a  connection  to 
tracks  in  Alameda  Street.     No  new  land  necessary 304,056 

CD — Reconstruction  of  Southern  Pacific  L.  C.  L.  freight  facilities 
east  of  Alameda  and  North  Spring  Streets  and  between 
Llewellyn  and  Alpine  Streets,  into  a  team  yard,  and  in- 
cluding removal  of  present  freight  houses.  No  new  land 
required    148,271 

CJ — New  L.  C.  L.  station  at  Santa  Fe  site,  including  all  changes 
between  center  lines  of  Aliso  and  Seventh  Streets.  No  new 
land  required    2,575,942 

CL — Depression  and  double-tracking  of  Santa  Fe  tracks  along  the 
river  between  the  center  lines  of  Seventh  and  Ninth  Streets, 
including  depression  of  old  main  line,  and  south  of  Seventh 


Estimates  ^_^r) 

beu^^';n°  '"'f  ""'^"  Seventh  Street  viaduct  and  connection 
betNveen  coach  yard  and  new  tracks  along  the  river.  No 
new    land    required 

^^~^Zuirer  '"°''  ""  '"'"■  ^'^'"'hStreety'No'newIand        '"'''' 
''""^*^       415,419 

Sections  Common  to  Southern  Pacific  and  Santa  Fe  Plans 

DB-Depression  of  Southern  PaciHc  tracks  in  Alhambra  Avenue 
from  the  west  bank  of  the  river  to  a  point  1145  feet  west 
IN  o  new  land  required I  7  1  J? 

DH-Depression  and  double-tracking  of  Santa  Fe  tracks  (on  new 
right  of  way  between  Spring  and  Main  Streets,  removing 
tracks  from  the  official  bed  of  river),  from  point  of  change 
o  grade  near  North  Broadway  (Section  E)  to  center  line 
ot  Ahso  Street,  including  spur  changes  and  Keller  Street 
connections.      New   land   is   necessary 215,298 

Sections  Common  to  Plaza  and  Santa  Fe  Plans 

K— Depression  and  double-tracking  of  Salt  Lake  tracks  along  the 
river  from  appro.ximately  Humboldt  Street  (.Section  D)  to 
the  point  where  the  new  connecting  tracks  mentioned  un- 
der Z.  meet  the  present  tracks  near  Alosta  Street  and  Boyle 
Avenue.  Includes  necessary  industry  track  and  yard  changes 
and  connection  with  Pacific  Electric  transfer  at  Elliott 
Street  and  part  of  connection  between  Salt  Lake  and  South- 
ern Pacific  at  Alhambra  Avenue.  New  land  necessary  near 
^^^^y    Sf^«t    ' 353.602 

S— Abandonment  of  all  Southern  Pacific  and  Wells-Fargo  facilities 
at  the  present  site  of  the  Southern  Pacific  passenger  sta- 
tion, with  all  costs  of  removal.  Lands  released  from  trans- 
portation purposes    (credit)   1.243,654 

AC— .Second  track  on  northerly  side  of  present  Santa  Fe  main  line 
from  Section  Z  to  connection  with  track  No.  1  of  new  Santa 
Fe  yard  east  of  Hobart.     No  new  land  necessary 31,510 

AD— Single   track  connection  between   Santa   Fe   and   Salt   Lake  at 

Hobart.     New  land  is  necessary 47,510 

ESTIMATES  FOR  IMMEDIATE  CONSTRUCTION  UNITS 

The  foregoing  sections  are  used  in  estimating  the  total  cost  of  the  ulti- 
mate plans.  It  will  not,  however,  be  necessary  to  provide  all  of  the  ultimate 
facilities  at  once.  The  following  list  indicates  the  sections  for  such  con- 
structiciii  as  is  deemed  necessary  at  once  (  M  =  Modification)  : 

Sections  for  Southern  Pacific  Plan — Plan  "A." 

B — Same  as  ultimate   plan $      67.272 

C—  do  do     173.464 

G —  do  do     

M—  do  do     357.557 


550 


Los    AxciELES    Termixaf.    Investigation 


N—  do  do     1,047 

P—  do  do     4,436 

T—  do  do     416,936 

V—  do  do     (Credit)   1,574,382 

AM—        do  do     902,423 

DR—        do  do     1,671,590 

M-1 — Single-track  connection  witli  Salt  Lake  tracks  on  Bntte  Street 
and  Santa  Fe  tracks  at  Redondo  Jnnction.     No  new  land  is 

required     9,116 

M-2 — Depression  of  Santa  Fe  tracks  along  the  river,  between  First 
Street  and  Alhambra  Avenue,  including  double-tracking  and 
the  abandonment  of  the  present  main  line.     No  new  land  is 

required      126.828 

M-6 — Temporary  single-track  connection  between  Butte  Street  line 
of  the  Salt  Lake  and  the  main  line  of  the  Salt  Lake,  between 
the    Los   Angeles    River   and    Soto     Street.       No     new     land 

necessary     5,715 

M-7 — Depression  on  the  Santa  Fe  tracks  to  pass  under  the  pro- 
posed Southern  Pacific  elevated  tracks  just  south  of  Sixth 
Street.  A  temporary  grade  would  be  run  from  Station  127 
to  Station  133  plus  38  and  from  Station   142  to  Station   151 

plus  52  (Fig.  27.  page  147).     No  new  land  is  required 24,826 

M-10 — Double-tracking  of  Salt  Lake  from  .\lhambra  Avenue  to 
Humboldt  Street   (Section  MD)  on  present  grade.     No  new 

land   is   required    48,290 

M.l — Same  as  ultimate  plan,  except  for  grading.     In  the  immediate 

plan  Alhambra  Avenue  is   not  to  be  depressed 65,631 

MY — .\  single-track  connection  instead  of  a  double  track,  as  pro- 
posed in  the  ultimate  plan.  Same  land  required  as  for  ulti- 
mate plan.     New  land   is   necessary 49,707 

MAK — Construction  of  new  steam  passenger  double  tracks  from 
foot  of  elevated  north  of  Fourth  Street  to  Alhambra  Avenue 
on  depressed  grade  and  depression  and  double-tracking  of 
the  Salt  Lake  tracks  from  Alhambra  Avenue  to  Seventh 
Street,  to  pass  under  the  proposed  bridges  at  Macy  and 
Aliso  Streets.  Under  this  plan  the  main  line  passenger 
tracks'  center  lines  would  be  built  77  ft.  and  90  ft.  from  the 
official  river  bank  between  First  and  Aliso  Streets  and  15  ft. 
and  28  ft.  from  the  official  river  bank  between  Alhambra 
Avenue  and  Aliso  Street.  A  temporary  grade  would  be  con- 
structed from  Station  50  (Fig.  27.  page  147)  just  south  of  Al- 
hambra Avenue,  to  Station  74  plus  90 — Macy  Street.  Be- 
tween Macy  Street  and  First  Street  the  tracks  would  be  on 
their  ultimate  grade.  South  of  First  Street  the  estimate  lor 
immediate  construction  is  based  on  construction  of  two 
freight  tracks  15  and  28  feet  from  the  official  bank  of  the 
river,  two  main  line  steam  passenger  tracks  at  77  ft.  and  QO 
ft.,  respectively,  from  the  official  bank  of  the  river,  and  two 
Pacific  Electric  tracks  46  ft.  and  59  ft.  from  the  official  bank 
of  the  river.  These  last  four  tracks  would  join  Section  AN 
at  the  foot  of  the  trestle  approach  to  the  proposed  curved 
bridges  across  the  Los  Angeles  River  north  of  Seventh 
Street.     For  all  six  tracks  the  ultimate  grade  would  be  fol- 


Estimates  551 

lowed  from  First  Street  to  the  foot  of  the  trestle.  The  two 
tracks  to  be  built  adjacent  to  the  river  (15  feet  and  28  feet 
centers)  would  be  constructed  on  their  ultimate  grade  from 
Aliso  Street  to  the  northerly  curved  bridge  (Station  136  plus 
50)  and  on  a  temporary  grade  from  this  point  to  Seventh 
Street,  rising  in  this  distance  from  the  ultimate  depressed 
grade  to  the  present  grade  at  Seventh  Street.  New  land  is 
required  the  same  as  in  Section  AK 310,518 

MAL — Same  as  ultimate  Section  AL,  except  less  trackage 919.662 

MAN — Same  as  ultimate  plan,  e.KCcpt  .cjrading.  The  southerly  ■10(W 
feet  of  the  south  approach  v.ill  be  on  a  different  grade,  to 
connect  with  present  tracks  at  present  elevation  at  Ninth 
Street    1,555.749 

MAS— Same  as  ultimate  plan,  with  the  exception  of  smaller  build- 

in.gs  for  express   1,177.-412 

MD-1 — Connections  between  new  dou1)le  tracks  along  east  bank  of 
river  and  Santa  Fe  and  Salt  Lake  tracks  at  Humboldt  Street, 
including  interlocking  60,035 

Sections  for  Plaza  Plan — Plan  "C" 

E — Same  as  ultimate   plan $      23.479 

M—           do                   do     357.557 

N—           do                   do     1.047 

P—            do                    do     •1.436 

S—  do  do     (Credit)   1.243.654 

T—           do                    do     416.9.S6 

V do  do     (Credit)   1.574.382 

AC—         do                    do     -51.510 

AD—        do                   do     47.510 

CC—         do                    do     359.536 

CD-        do                    do     148.271 

CE-         do                    do     730.901 

CK-        do                    do     ■•  -W-074 

CM-        do                    do     •5««'«1 

DR-        do                   do     107.159 

M-1— Same  as  M-1  in  "A"  Plan   9-H6 

M-2— Depression  and  double-tracking  of  the  Santa  Fe  tracks  be- 
tween First  Street  and  Alhambra  .Avenue,  to  pass  under  pro- 
posed  viaducts   at   Macy  and   Aliso   Streets.     No   new   land 

is   required '-6.828 

M-3— Depression  of  tlic  Salt  Lake  tracks  between  First  Street  and 
Alhambra  Avenue  to  pass  under  Macy  Street  and  .Miso 
Street   viaducts.      Grading    for   double    track.      New   land    is 

required  to  remove  tracks  from  official  bed  of  river 162.482 

M-4-Same  as  M-4  in  "D"  Plan   -^-'-S^O 

M-5— Single-track  connections  between  Santa  Fe  tracks  on  private 
right  of  way  between  Industrial  and  Sixth  Streets  and 
Southern  Pacific  tracks  on  Alameda  Street.     No  new  land  is 

.     ,  $       7.351 

required    '        .„ 

M-6— Same  as  in  "A"  Plan   _ ;  •  ■"'■'   ■"' 

MA— Enlargement  of  the  classification  yard  along  the  San  Fernando 

Road  sufficient  to  replace  the  trackage  diverted  from  freight 


1   .  JO'HN  RANDOLPH  HAYNES  AND 

D3RA  HAYNES  FOUNDATION 

LIBRARY 

LOS  ANGELES,    -  -    CALIFORNIA 


552  Los    Angeles    Terminal    Investigation 

use  by  the  use  of  the  present  freight  yard  as  a  coach  yard..    1.198,127 

MV— Same  as  MY  for  "A"  Plan  49,707 

MCA — Same    as    ultimate    plan,    except    westerly    half    of    yard    is 

allowed  to  remain  as  at  present 516,264 

MCB — Same  as  ultimate  plan,  with  the  exception  of  additional 
grading,  the  ultimate  plan  being  predicated  on  the  depression 

of  Alhambra  Avenue  155,835 

MCF — Same  as   ultimate   plan,   with   the   exception   of  fewer   tracks 

and   smaller  buildings   for  baggage   and   express 7,696,720 

MCJ — Construction  of  Sheds  A  and  B  and  necessary  house  tracks, 
re-arrangement  of  yard  and  double  tracks  along  river  from 
First  Street  to  1215  feet  north  of  Seventh  Street  to  1215  feet 

north   of   Seventh   Street.     No   new   land   required 772.3ii 

MD-2 — Single-track  connection  on  ultimate  alignment  between 
Santa  Fe  tracks  at  east  end.  of  Humboldt  Bridge  and  Salt 
Lake  tracks  in  Humboldt  Street.  New  land  is  required,  same 
as  in  Section  D   38,447 

Sections  for  Santa  Fe  Plan — Plan  "D" 

E — Same   as   ultimate   plan 23,479 

M—  do  do 357.557 

N—    ..      do  do     1,047 

P—  do  do     4,436 

S—  do  do     (Credit)   1,243,654 

T—  do  do     416.936 

V—  do  do     (Credit)   1,574,382 

AC—         do  do     31,510 

AD—        do  do     47,510 

DK—        do  do     238,944 

DM—       do  do     885,633 

DR—        do  do     1,671.590 

M-1— Same  as  M-1  in  "A"  Plan   9,116 

M-3— Same  as  in  "C"  Plan   162,482 

M-4 — Double-tracking  of  the  Santa  Fe  main  line  from  Redoudo 
Junction    to    east    end    of   first    curve    east    of    Los    Angeles 

River,  to  join  Section  AC.     No  new  land  is  required 32,550 

M-5 — Same  as  in  "C"  Plan 7,351 

M-6—       do  do     5,715 

M-8 — Same  as  Section  M-2  in  "C"  Plan,  with  the  exception  of  ex- 
tending from  Aliso  Street  to  Alhambra  Avenue  instead  of 
from    First    Street   to   Alhambra   Avenue.      No    new   land    is 

required    ■.         53,827 

M-9 — Double-tracking  of  Santa  Fe  tracks,  Alhambra  Avenue  to 
Section  E  by  conversion  of  present  passing  tracks  into  sec- 
ond  track   main   line.     On   present   alignment,   no   new   land 

is  required   9,086 

MO — Construction  of  sufficient  trackage  at  new  Santa  Fe  yard  at 
Hobart,  to  take  the  place  of  the  freight  yard  used  as  a  union 
passenger  station  site  under  this  plan.     Land  already  acquired      579,127 

MY— Same  as  in  Plan  "A"   49,707 

MD-2— Same  as  MD-2  in  Plaza  Plan  38,447 

MDJ — Union  Passenger  Station.  Same  as  ultimate  plan,  except 
smaller  buildings  and  facilities.     Includes  depression  between 


Estimates  533 

Aliso  Street  and  Station  122  plus  11  (Fifj.  26)  with  temporary 
use  of  present  grade  between  Station  122  plus  11  and  Seventh 

otreet    ,,_,„. 

vfnp    c  ■•    2.J77.040 

MUH-Samc    as    ultimate    plan,    except    that     ".uture     tracks"     are 

omitted  I  nn-^,, 

\jiT\r\     c  ,•  1.003,673 

MUg— Same  as  ultimate  plan,  with  the  exception  of  gradiiiR.  the 
grading  for  the  temporary  plan  being  based  on  Alhamhra 
Avenue  not  being  depressed    121570 

The  following  tabulations  show  for  the  A.  C  and  1)  Plans,  I.nth  ultimate 
and  immediate: 

KEYS  TO  ASSEMBLY  OF  UNIT  ESTIMATES  FOR 
COMPLETE  PLANS 

ULTIMATE  PLAN 

PLANS  IN  WHICH  ESTIMATE  SECTIONS  OCCUR 
Plans 


ALL 

A 

C 

D 

A  and  C 

AandD 

CandD 

A    P 

AG 

CA 

D,I 

V 

DB 

K 

S    § 

AK 

CB 

DK* 

AO 

DH 

s 

C    R 

AL 

CC 

DL 

CD 

AC 

D   T 

AM* 

CE 

DM* 

CJ 

AD 

E    U 

AN 

CF 

DX 

CL 

F    W 

AS 

CG 

DO 

CN 

G   X 

CH 

DP 

H   Y 

CK* 

KV 

I     Z 

CM* 

J     AA 

L»  AB* 

M  AT 

N    DR* 

0 

27  6  9  0  6  2  4  =  63 

SECTION  IN  EACH  PLAN 


A 

C 

D 

A 

P 

AL 

A 

Q 

CA 

A 

0 

AD 

B 

Q 

AM* 

B 

R 

CB 

B 

I' 

AT 

C 

R 

AN 

C 

S 

CC 

C 

(I 

DB 

D 

T 

AO 

D 

T 

CD 

D 

H 

DM 

E 

U 

AS 

E 

U 

CE 

E 

s 

IXI 

F 

V 

AT 

F 

V 

CF 

F 

T 

DK* 

('. 

w 

CD 

G 

w 

CG 

c; 

r 

DL 

H 

X 

CJ 

H 

X 

CH 

H 

w 

DM* 

I 

Y 

CL 

I 

Y 

CJ 

I 

X 

DX 

J 

Z 

CN 

J 

Z 

CK* 

J 

N 

DO 

T,* 

A  A 

DB 

K 

A  A 

CL 

K 

z 

DP 

M 

AB* 

DH 

L* 

AB* 

CM* 

L* 

A  A 

DQ 

\ 

AG 

DR* 

M 

AC- 

CX 

M 

AB* 

DR* 

0 

AK 

X 
0 
P 

AD 
AO 
AT 

DR* 

X 

AC 

DV 

41  46  42 

*  Sections  for  Pacific  Electric  PniKvay.  not  involving  steam  roads. 


554  Los    Angeles    Terminal    Lwestigatiox 

IMMEDIATE  CONSTRUCTION 

PLANS  IN  WHICH  ESTIMATE  SECTIONS  OCCUR 
Plans 


ALL 

A 

C 

D 

A  and  C 

C  and  D 

M 

B 

CO 

DK* 

V 

E 

N 

C 

CD 

DM* 

M-2 

S 

P 

G 

CE 

M-8 

AC 

T 

AG 

CK* 

M-9 

AD 

DR* 

AM* 

CM* 

MO 

M-3 

M-1 

M-7 

MA 

MDJ 

M-4 

M-6 

M-10 

MCA 

MDP 

M-5 

MY 

MJ 

MAK 

MAL 

MAN 

MAS 

MCB 
MCF 
MCJ 

MDQ 

MD-2 

MD-1 

13  10  8  2  8  =  49 

SECTIONS  IN  EACH  PLAN 


A  Plan 

CPlaii 

L 

DPla 

B 

AG         MJ 

E 

CD 

M-6 

E 

DK 

M-9 

C 

AM*       MY 

M 

CE 

MA 

M 

DM* 

MO 

G 

DR*       MAK 

N 

CK* 

MY 

N 

DR* 

MY 

M 

M-1        MAL 

P 

CM* 

MCA 

P 

M-1 

MD-2 

N 

M-2        MAN 

S 

DR* 

MCB 

S 

M-3 

MDJ 

P 

M-6        MAS 

T 

M-1 

MCF 

T 

M-4 

MDP 

T 

M-7        MD-1 

V 

M-2 

MCJ 

AC 

M-5 

MDQ 

V 

M-10 

AC 
AD 
CC 

M-3 
M-4 
M-5 

MD-2 

AD 

M-6 

M-8 

23  28  24 

*  Sections  for  Pacific  Electric  Riiilwav  not  involvins  steam  roads. 


Fs  11  MATES 


555 


The  next  tabulation  gives  an  alphabetical  list  of  estimate  sections,  the 
plans  in  which  they  are  used  and  the  estimate  for  each  sectir 


ion. 


ALPHABETICAL  LIST  OF  ESTIMATE  SECTIONS  AND  PLANS 
IN  WHICH  THEY  OCCUR 


Sectio 

n      Plan 

Amount 

Section 

Plan 

.Amount 

Section 

Plan 

.\motmt 

A 
B 

A,  C.  D 
A,  C.  D 

?1,S7S.157 
67.271.' 

AK 
A  I, 

A 
A 

$398,249 
1.099,475 

DV 

I) 

$528. 203 

C 

A,  C,  D 

17:1464 

AM 

A 

902,423 

D 

E 

A,  C,  D 
A,  C,  D 

oO.Ml 
23,479 

AX 
AU 

A 
A.  C, 

1,545!322 
304,056 

.\1.\ 
M.\K 

C 
A 

1,198,127 
310.518 

F 
G 

A,  C,  D 

111,051 

AS 

A 

1,420.946 

MAI. 

A 

919,662 

A,  C,  D 

0 

AT 

A,  C,  D 

176.694 

.MAN 

A 

1,555,749 

H 

A,  C,  D 

543.084 

CA 

C 

629,710 

.MAS 

A 

1.177.412 

I 

A,  C,  D 

45,9,s:? 

CH 

C 

165,902 

MCA 

C 

516]2(>4 

J 

A,  C,  D 

64,.502 

Cf 

C 

359,.536 

MCH 

C 

1.5,5,835 

K 

C,  D 

3.i3.602 

CD 

A,  C 

14,8,271 

MCF 

C 

7.696,720 

L 

A,  C,  U 

141,392 

CE 

C 

730,901 

.MCJ 

C 

772,.333 

M 

A,  C,  D 

3.57,. 557 

CK 

C 

8.665,233 

-MDl 

A 

60,035 

N 

A,  C,  D 

1,047 

C(i 

C 

381.920 

MD2 

C,  D 

38.447 

0 

A,  C,  D 

957,030 

CH 

C 

206,4.59 

MDJ 

D 

2,,577,040 

P 

A,  C,  D 

4,436 

C.I 

A,  C 

2.575.942 

MDP 

D 

1 .005,673 

Q 

A,  C,  D 

390,209 

CK 

C 

39.074 

.MDQ 

D 

121  ..570 

R 

A,  C,  D 

856,28,5 

CI, 

A,  C 

46.227 

.M.I 

A 

6.5.631 

S 

C,  D 

1,243,6.54* 

CM 

C 

3.S,S0.816 

MO 

D 

579,127 

T 

A,  C,  D 

416.936 

CN 

A,  C 

415,419 

MV 

A.  C.  D 

49,707 

U 

A,  C,  D 

.567..59I 

DB 

A,  D 

12,122 

Ml 

A.  C,  D 

0,116 

V 

A,  C 

1,. 574,382* 

DH 

A,  D 

215,298 

.M2 

A,  C 

126,828 

w 

A,  C,  D 

201,272 

D.I 

D 

3,513,541 

.M3 

C.  D 

162,482 

X 

A,  C,  D 

97,2.58 

DK 

D 

238,944 

.M4 

C.  D 

32,.550 

Y 

A,  C,  D 

.57,773 

DL 

D 

129,408 

.M5 

C.  D 

7,351 

Z 

A,  C.  D 

322.124 

D.M 

D 

88.5,633 

.M6 

A,  C,  D 

5,715 

AA 

A,  C,  D 

37.866 

DN 

D 

436,2.55 

M7 

A 

24,826 

AB 

A,  C,  D 

8,694 

DO 

D 

286,564 

MS 

n 

53,827 

AC 

C,  D 

31,510 

DP 

D 

1,166,277 

.M9 

D 

9,086 

AD 

C,  D 

47.510 

Dii 

D 

123,6.50 

.MIO 

A 

AG 

A 

66.729 

DH 

A.  r.  I) 

1.671, .590 

48,290 

*  Crodit. 

The  total  of  the  amounts  in  the  above  table  is  $57.645. .^9v^.  This  figure 
gives  some  idea  of  the  large  amount  of  estimating  which  was  done  and  the 
quantity  of  detail  work  necessary.  In  addition,  many  other  estimates  were 
made,  the  grand  total  ajjproximating  $100,000,000. 


556  Los    Angeles    Terminal    Investigation 

Assembly  of  Unit  Estimates  for  Complete  Plans 

The  following  six  tables  (Tables  A-1,  C-1,  D-1,  A-2,  C-2  and  D-2)  show 
the  assembly,  or  grouping  of  the  estimate  sections  into  primary  groups. 
This  was  done  in  order  to  reduce  the  numlier  of  divisions  intC)  which  the 
whole  plan  is  divided  and  to  bring  the  sections  together  under  brief  head- 
ings which  are  more  descriptive  of  the  different  phases  of  work  necessary 
than  the  titles  of  the  estimate  sections. 

The  two  tables  in  Chapter  XI\'  (pages  ^'>4  and  39.^),  which  are  a  final 
•nummary  of  each  complete  plan  and  comparisons  of  the  three  plans,  are  the 
result  of  the  assembly  and  grouping  shown  in  the  six  tables  above  re- 
ferred to. 

The  following  tabulations  show  for  the  A,  C  and  D  Plans,  both  ultimate 
and  immediate, — 

(1)  In  which  plans  the  various  sections  occur. 

(2)  The  sections  to  be  assembled  for  each  of  the  three  plans. 

(3)  Distinguishment  between  steam  road  and   Pacific  Electric  construction. 


TABLE  A-1 

ASSEMBLY  OF  ESTIMATE  SECTIONS  INTO  PRIMARY  GROUPS 

PLAN   "A" 
ULTIMATE  PLAN 
Est.  ^^^°^  PASSENGER  STATION  AT  SOUTHERN  PACIFIC  STATION  SITE 

Key  Group  *"  „.      .     ,    AcquUilmu  ot  I'ropiTly 

J=p„,„i.  :  :::■.::::;:  "JK  _K  _j,^    ::       'SS 

Ar  9     n„„     r       Tt     .  $2,099,817        M9«,864        $169..W7  tl>.»66.2«N 

CJ  4    UmonFre.ghtStat.on  $,.394,404  „s,.5M        .  .2,575.942 

.')    Viaducts  over  Los  Angeles  River; 

1;  BiikorSl   A,,,,,,,,,,-li  10  Ni.rll,  Broadway  BridBo        $111,051  $111055 

*->  Removal  of  \nrti  Snrinu  .^(    nr:^.T,.  •Ill, uoa 


Removal  of  .N'orlh  iSprinn  St.  Bridei' 

n  New  Viaduct  at  Macy  St 321.383  5,679  30  495  357  .557 

R  New  Viaduot  at  Fourth  St..  773.185  48  Jm  ^r'.i.  ^^'^l 


Q  New  Viaduct  at  First  St. 


773,165  46,488  .36.  i3:'  R56,2S5 


$431,255    $3,658,132 


$59,841 
23.479 


«i                        «ew  viaauct  at  first  St..  374  5.19  ^\,M          -ion  -.iio 

T                       New  Viaduct  at  .Uiso  St..  347785         m^i          Tr^r 

V                     New  Viaduct  at  Seventh  St i26275        Ulifi         t^lll 

CN                  New  Viaduct  at  Ninth  St 369.464  ^^^^l                                   «.9M          ilS.m 

Total $3,157,551 

6    Depression  of,  and  New,  Tracks  along  River: 

U                       r.iiincction^  Ivi.-l  ,.|id  lluTiil...iai  Si    Bridcc. .  $41,256 

}^                        C(unn.iliuns\V,.sl  iMid  Hiiinln.ldt  SI.  BridRe..  23.479         z.,  ,i, 

i                        Depression.\lhanilira  Ave.  KiLstofandalRivcr  45,983  45'9li3 

N                      Removal  .Macy  and  .\li.so  .Santa  Fc  Crossings.  1.047        1047 

y                      Depres.sion  Santa  FcSoulh  of  Ninth  St 201.272        201  272 

AK                    Deprcs.Hion  .Salt  Lake— Humboldt  to  Alosla..  287.765  28,619            81,865                                 398249 

)ji^                   L)eprfs,sioii  Santa  Fe— Seventh  to  .Ninth 46,227 ,  46  227 

IJH                   Depression  .Santa  Fe— Broadway  to  Aliso 101,622  98,205            15,471                                  215  298 

L)B                  Depression  .\lhambra  West  of  River 12,122        12,122 

Total $760,773  $138,187        $104,558                         $1,003,518 

S    New  Tracks  for  Southern  Pacific,  East  Bank  of 
River,  North  of  Humboldt  St. : 

B                        New  Approacli  — l.o...  IVIiz  Koad  Bridne,.  ,  $67,272  $67,272 

C                        NewTracks— Humboldt  toDayton.Kast  Bank  138.070  $31,274            $4,120                                 173!4M 
J                       New  Connection — Southern  PaciBc  and  Salt 

Lake  at  Alhainbra  and  River 39.895  18.741             5.866                                64.502 

Total  $245,237           $50,015         $9,986        $305,238 

9    Butte  St.  Trackage  and  Santa  Fe  Subway: 

X                      Tracks— Butte  St..  Alameda  St.  to  River.  $90,186  $3,716           $3,356                               $97,258 
■^                     New  Connection— .\lameda  St.  to  Butte  St.. 

S.  E 29.712  18.604             9.457                                57.773 

.\.\                   Santa  Fe  .Ave.  Subway 37.860        37, 860 

Total $157,758         $22,320         $12,813        $192,891 

10    New  Trackage— River  to  Hobart  and  Connections: 

New  Bridge  and  Wve  East  of  River $269,218         $49,405           $3,501         $322,124 

NewConnectioii— Salt  Lake  Br.  to  Santa  Fe.  61.640             5.089        69.729 

Tot.<il $330,858  $54,494            $3,501                                $388,853 

New    Freight    Yards— Southern    Pacific    and 
Santa  Fe: 

New  Southern  Pacific  Yard— San  Fernando  Rd  $1,878,157        $1,878,157 

New  .Santa  Fe  Yard— East  of  Hobart 957.030        957.030 

Total $2,835,187         $2,835,187 

New  Freight  Terminal  -Salt  Lake  None— Use  Vninn  Freight  Station— Item  4 

NewConnectionsReliefof  Alameda  St.  Switching  $4,346        $4,436 

Team  Yards: 
New  ^■a^d— .Salt  Lake  Terminal,  Alameda  and 

HunterSts $395,537  '$91,481                                                       $304,056 

New  Yard— Los  .\ngelcs  Market  Property     . .  176.694  176,694 

50,155  -'^   11'                                148,271 


z 

AG 

II 

A 
O 

P 

11! 

AO 

14 

AT 
CD 

V 

16 
17 

New  Yard — .Southern  Pacific  Freight  Station 

.Site. 


Total  $622,386        •$111, 4S1  tiw.liti  $629,021 

Release  Southern  Pacific  Station  Site  Not  relciu«-d 

Release  Southern  Pacific  Coach  Yard  Site  '$44,964  •$1,651,262        $121,844  •$1,574.38^ 

ELECTRIC  ROAD 
2fl    New  Line— Pacific  Electric  Station  to  Brooklyn 
Ave.  and  to  Fourteenth  St. : 

AM  lilevalcil- Sixth  and   Alameda   to   Brooklyn        

.\ve   via  Salt  Lake  $902,423 

DR  Elcvated-WanSt.nearSixtbtoFourleenthSt.    1.092.114       $482.030         $97.44i. 

Total    $1,994,537        $482,030  $97.44ii 

21     New  Surface  Line  to  Proposed  Union  Station. .       None 

L            "     ''^1ae^'J"and  River  to  Echan.lia  Yard.     .  $110,146  $31,246  $141,392 

AB                   Raiw?  Transfer  Tracks— Santa  Fe  Ave.  ana  o  ^ 

ButteSt L™?     : _  ?^^ 

Total """^"  *""-*'' 

Grand  Total 

'  Credit. 


$16,808,678 


TABLE  C-I 


ASSEMBLY  OF  ESTIMATE  SECTIONS  INTO  PRIMARY  GROUPS 


PLAN   "C" 

ULTIMATE  PLAN 

UNION  PASSENGER  STATION  AT  PLA?A  SITE 


Est. 
Sec. 
Key 

CB 

CC 
CE 
CF 
CG 

CA 
CJ 

F 
G 
H 
M 
R 
Q 
T 
U 
CN 


D 

E 

I 

K 

N 

W 

CH 

CL 


X 
Y 

AA 


Z 

AC 


AD 


Itf 


Acquisition  of  Property 


Group 


CK 


CM 
DR 


L 
AB 


A 
0 

p 

12 
13 

AO 

14 

AT 
CD 

S 
V 

Hi 
17 

20 


Al- 


STEAM  ROADS 
Passenger  Terminal,  Approaches,  etc.: 
Depression  of  Southern  Pucitic  tracks  in 

hambra  Ave 

New  Viaduct  on  North  Main  St — 

New  Viatiuct  on  Macy  St.    

New  Passenger  Terminal  at  the  Plazu.. . 
Sub-tunnel  for  street  cars  in  Broadway  tunnel 

Total 

Union  Coach  Yard 

Union  Freight  Station 

Viaducts  over  Los  Angeles  River: 

H:iker  St.  approaoli  to  North  Broadway  Bridiie 

Removal  of  North  Spring  St.  Britl^e 

New  Viaduct  at  Main  St — 
New  Viaduct  at  Macy  St,  .  . 
New  Viaduct  at  Fourth  St. . , 
New  Viaduct  at  First  St.    , 

New  Viaduct  at  Aliso  St 

New  Viaduct  at  Seventh  St .    . 
New  Viaduct  at  Ninth  St. . 

Total 

Depression  of  and  New  Tracks  Along  River: 
Connections   at  East   end   of    Humboldt   St. 

Bridge 

Connections  at  West  end  of  Humboldt  St. 

Bridge 

Depression  of  Alhambra  Ave.  East  of  and  at 

River 

Depression  and  Double-tracking  Salt  Lake 

Tracks  Along  River 

^Removal  of  Santa  Fe  Crossings,  Macy  and 

Aliso  Sts 

Depression  of  Santa  Fe  Track  South  of  Ninth 

St 

Depression  of  Santa  Fe  Track,  Broadway  to 

Aliso  St 

Deuression  of  Santa  Fe  Track,  Seventh  to 

Ninth  Sts 

Total 

New  Tracks  for  Southern  Pacific,  East  Bank  of 
River,  North  of  Humboldt  St.: 
New  Approach— Los  Feliz  Road  Briilt^e. . . 
New  Tracks — Hundioldt  to  Dayton,  East  Bank 
New  Coimection — Southern  Pacific  and  Salt 
Lake  at  Alhambra  and  River 

Total 

Butte  St.  Trackage  and  Santa  Fe  Ave.  Subway: 
Tracks— Butte  St.,  Alameda  St.  to  River 
New  Connection — Alameda  St.  to  Butte  St   . . 
Santa  Fe  Ave.  Subway.  . 

Total 

New  Trackage^River  to  Hobart  and  Connections 
New  Bridge  and  W.ve,  East  of  River 
Second  Track  North  of  present  Santa  Fe  Main 

Line.      ,  

Connection  at  Hobart  between  Santa  Fe  and 

Salt  Lake      

Total 

New    Freight    Yards— Southern    Pacific    and 
Santa  Fe; 
New  Southern  Pacific  Yard — San  Fernando  Rd 

New  Santa  Fe  Yard— East  of  Hobart 

Total 

New  Freight  Terminal— Salt  Lake 

New  Connections— Relief  of  Alameda  St.  Switching 

Team  Yards: 

New  Y'ard — Salt  Lake  Terminal,  Alameda  and 

Hunter  St 

New  Yard — Los  Angeles  Market  Property.  .  .  . 
New  Yard — Southern  Pacific  Freight  Station 

Site - _ 

Total 
Release  Southern  Pacific  Station  Site 
Release  Southern  Pacific  Coach  Yard  Site 

ELECTRIC  ROAD 

New  Line— Pacific  Electric  Station  to  Brooklyn 
Ave.  and  to  Fourteenth  St.; 
Removal  and  Reconstruction  of  Pacific  Elec- 
tric—Los Angeles  St.  and  First  St 

Double  Track  Subway  in  Main  St 

Double  Track  Elevated  for  Pacific  Electric 


Physical    — 
Construc- 
tion 

Land 

Improve- 
ments 

Property 
Damage 

Totiil 

S71,27'j 
292,226 
400.070 
4.136,261 
381 , 920 

$87,075 

218!4il 
3.480,778 

$7,548 

.80.469 
1,048.194 

S67!310 
31,951 

$99,261 

$165,902 

359.536 

730,901 

8,665,233 

381.920 

55.281,756 

$3,786,264 

$1,136,211 

510.303.492 

$.543,760 

$20,857 

$65,093 

8629.710 

S2, 304, 404 

$181,538 

82,, 575, 942 

$111,051 

8111,051 

43.3,869 
321.383 
773.165 
374,559 
347,785 
426,275 
369,464 

$17,159 
5,679 
46,4,88 

$92,056 
30,495 
36,632 
15.6,50 
69,151 
141,316 
45,955 
$431,255 

,543,084 
3,57,557 
-  856,285 
390,209 
416,936 
567,591 
415,419 

$3,157,551 

$69,326 

$3,658,132 

.     $41,256 

$11,363 

$7,222 

859,841 

23,479 

23,479 

45,983 

45,983 

271,389 

29,407 

27.806 

$25,000 

353,602 

1,047 
201.272 

Salvage 
negligible 

1,047 
201,272 

92,783 

98.205 

15,471 

206,459 

46,227 

$50,499 

46,227 

8723,436 

$138,975 

825,000 

$937,910 

$67,272 
13S.070 

$31,274 

$4,120 

$67,272 
173,4C4 

39.895 

18,741 
$50,015 

5,856 
89.986 

64,502 

$245,237 

$305,238 

$90,186 
29.712 
37,860 

$3,716 
18,604 

83.356 
9.457 

$97,258 
57.773 
37,860 

$157,758 

$22,320 

$12,813 

8192,891 

5; 

$269,218 

S49.405 

$3,501 

$322,124 

31,510 

31,510 

41,200 

6.310 
$55,715 

47.510 

$341,928 

83,501 

$401,144 

$1,878,157 
957,030 

81,878,157 
957,030 

$2,835,187 

$2,835,187 

$4,436 


$395,537 
176,694 


50,155 


•$91,481 


$622,386  '891,481 
•.596,840  '81,719,918 
•844,964  •$1,651,262 


$08,116 

$98,116 

$573,104 

$121,844 


,54,436 


$304,056 
176,694 


148.271 


$39,074 
3.757.251 
1.092.114 


Total 84.888.439 

New  Surface  Line  to  Proposed  Union  Station 
Freight  Tracks: 

Macy  .'^t .  and  River  to  Echandia  Yard $1 10, 146 

Raise  Transfer  Tracks — Santa  Fe  Ave.  and 

Bvitte  St 8.694 

Total 8118,840 

Grand  Total. . 


$97,405  $26,160 

482.030  97.446 

8579,435        8123,606 


531,246 


$31,246 


$629,021 
•51,243,654 
•81,574,382 


$39,074 

3,S,S0,816 

1.671.590 

$5,591,480 


$141,392 

8.694 
$150,086 


$21,173,314     $1,291,492     82.376.311         8555,516  $25,396,633 


NOTE;     •  nesignntcs 


TABLE  D-1 
ASSEMBLY  OF  ESTIMATE  SECTIONS  INTO  PRIMARY  GROUPS 


Est. 
Sec. 
Key 


n.) 


]•■ 
G 
11 
.M 
R 

T 

U 
DN 


D 

E 

I 

K 

N 

W 

DB 

Dll 

DI. 


Group 


PLAN  "D" 

ULTIMATE  PLAN 

UNION  PASSENGER  STATION  AT  SANTA  FE  STATION  SITE 

.\c(iuUition  of  Pnipcrty 


B 
C 

J 


X 

Y 


Z 

AC 


DM 
DR 


L 
AB 


^      STEAM  ROADS 
Passenger  Terminal,  Approaches,  etc.- 

SUe        '"  ''"'*''"'"''■  Teriiiiiml  at  Soma  Fi- 

Connection    betwc^-n    Soutbern    Pacific   and 
hanta  he  .\long  River. . 

Total '■'■'...'..." 

Union  Coach  Yard 

Union  Freight  Station 

Viaducts  over  Los  Angeles  River- 

Hakor  St   Appro;,,!,  to  Non  1,  Hr,.a.lwuy  Bridgo        $1 1 1  051 
Ri-moval  of  North  Spring  .St.  liri.lg,.  •"i.uai 

New  Viaduct  at  .\laii,  St. .  ii-i  u«„ 

New  Viaduc,  at  Macy  .s,  J'^fS 

.New  Viadui-t  at  I'ourlh  St 
New  Viaduct  at  First  Si. 
New  Viaduct  at  A\'\m  St. , 
New  Viaduct  at  Severn  h  St 
New  Viaduct  at  Ninth  St 
Total        . 
Depression  of  and  New  Tracks  Along  River: 
Connections  at   East  end  of    Hunibohlt   St 

Bridge 

Connections  at  West  end  of  Hunilxildl  .St. 

Uridge 

Depression  of  Alhambni  Ave.  East  of  and  at 

River 

Depression   an,l    Double-tracking   Salt   Lake 

Tracks  alone  River 

Removal  of  Santa  Fe  Crossings — Macv  and 

Aliso-Sts 

Depression  of  Santa  Fc  Track  South  of  Ninth 


Physical    - 
Construc- 
tion 

l^nd 

Improvi^ 
nienlH 

ProiK-rly 
Danuice 

Total 

$3. .333. 278 

$180,263 

$3,513,541 

47.318 

$71,725 

$71,725 

$460,424 

4.607 
$184,870 
$61,901 

123.650 

$3,380,596 
$643.9.52 

$3,637,191 
$1,166,277 

$111,051 


Depression  of  Southern  Pacific  Track  in  Al- 

h.inibra  .Ave 

Depression  of  .Santa  Fe  Track  between  Spring 

and  Main   

Depression  of  Santa  Fe  Track,  .Main  Line. 
alone  River.       . 

Total  

New  Tracks  for  Southern  Pacific,  East  Bank  of 
River,  North  cf  Humboldt  St.: 
New  .Approach— l,,,s  l'\-liz  Road  Bridce 
NewTracks—IlunihoUlt  to  Dayton.  I'",ast  Hank 
New  Connection — .Southern  Pacific  and  Suit 
Lake  at  .Alhambra  and  River 
Total 
Butte  St.  Trackage  and  Santa  Fe  Ave.  Subway: 
Tracks— Butte  St..  .\laiueda  St.  to  River 
New  Connection — .\lameda  Si.  to  Butte  .Si 

Santa  Fe  Subw-ay 

Total 

New  Trackage— River  to  Hobart  and  Connections 
New  Bridge  tiiid  W'vc.  Ki,st  of  River 
.Second  Track  North  of  present  Santa  Fc  Main 

T.ine 

Connection  at  Hobart  between  Santa  Fe  and 

Salt  Lake 

Total 

New    Freight    Yards- Southern    Pacific    and 
Santa  Fe: 
New  Southern  Pacific  Yard— San  Fernando  Rd 
New  Santa  Fc  ^'a^d — r''a.st  of  Hobart 
Total 
New  Freight  Terminal— Salt  Lake 
New  Connections  -Relief  of  Alameda  St.  Switchihg 
Team  Yards: 

.New   Yard — Los  .Angeles  Market  ProjM-rty 
New  Yard  at  present  Southern  Pacific  Coach 

Yard  Site 

Tottil   .    , 
Release  Southern  Pacific  Station  Site 
Release  Southern  Pacific  Coach  Yard  Site 

ELECTRIC  ROADS 
New  Line     Pacific  Electric  Station  to  Brooklyn 
Ave.  and  to  Fourteenth  St.: 
.New  Doul>K-t  rack  l-:K-vated  for  Pacific  Eli-ctric 
New  Douhle-track  Elevated  for  Pacific  Electric 

Tola! 

DK       21     New  Surface  Line  to  Proposed  Union  Station. . 

■"'    Freight  Tracks: 

.\lacy  St.  and  River  lo  Echandia  ^ard. 
Raise  Transfer  Tracks— Santa  Fe  Ave    and 

Butte  St 

Total 

Grand  Total 


A 
0 

DO 

12 

P 

l.'i 

AT 
DV 

14 

S 

16 

17 

4:<3.869 
321.3s:i 
■-.■(.  165 
374.559 
347. 7S5 
426.275 
390.300 

$17,159 
5.679 

46.4HX 

«1I2. 11.56 
.1(1. 4115 
.■)6.6;i2 
1.5.r).50 
611.  1.51 

141.316 
45.9.55 

.',11  .i-l 

:i:.:  .■,.-,: 
t.t,.  j.-.-i 

$3,178,387 

$69,326 

H31. 

2.55 

w.i.r^  no. 

$41.2.56 

$11,363 

$7,222 

$559,841 

23.479 

23.479 

45.983 

45.983 

271.389 

29.407 

27.SOO 

$25,000 

353.602 

1.047 

1.047 

201.272 

201.272 

12.122 

12.122 

101.622 

98.205 

15.471 

215.298 

70.473 

58.035 
$109,434 

129. 40« 

$768,643 

$138,975 

$25,000 

$1,042,052 

$67,272 
138.070 

$31,274 

$4.1'>0 

$67.-272 
173.464 

39.895 

18.741 
$50,015 

5.866 
$9,986 

64.502 

$245,237 

$305,238 

$90. 186 
29.712 
37.86'J 

$3,716 
18.604 

$3,356 
9.457 

$97,258 
57.773 
.37.8*0 

$157,758 

$22,320 

$12,813 

$192,891 

$269,218 

$49,405 

$:i..50l 

$;!22. 124 

31.510 

31.510 

41.200 

6.310 
$55,715 

$3,501 

- 

47.510 

$341,928 

$401,144 

$1,878,157 
9.57.030 

H. 878. 157 
957.030 

$2.8.35.187 

$2,835,187 

$286.. 5IM 

$2X6.564 

g       $4,436 

$4,436 

$176,694 

$176,694 

402.922 

$125,281 
$125,281 

528.203 

$579,616 

$704,897 

•$96,843  •$! 

.719.918 

$573. 104 

•$1,243,654 

$8.54.363 
1. 092. 1 14 
$1,946,477 

$238,944 

$110,146 

«  f.'lt 


$97,441, 


$31,270 

482.030     

$513,300  $97,446 


$11,246 


$885,633 

1.671.590 


$2,557,223 
$23».»44 


»:tl  .'46 
•$300.S72 


II    ITS  336        $456  2.5.'. 


•Credit. 


TABLE  A-2 

ASSEMBLY  OF  ESTIMATE  SECTIONS  INTO  PRIMARY  GROUPS 

PLAN   "A" 
IMMEDIATE  PLAN 
UNION  PASSENGER  STATION  AT  SOUTHERN  PACIFIC  STATION  SITE 


Est. 
Sec. 
Key  Group 


Acquisition  of  Property 


MAN 

MAS 


G 
M 

T 


N 
M2 
M7 
MAK 


MI 

MIO 

MDI 


B 
C 
MJ 


AG 

P 

M6 

MY 


Item 
STEAM  ROADS 

1  Passenger  Terminal,  Approaches,  etc.: 

Elevated  Tracks  Intn  I'nion  Terminal  at 
Southern  Pacific  Site ^ SI. 524. 479 

Reconstruction  of  Southern  Pacific  Station 
into  L^nion  Terminal 

Total 

2  Union  Coach  Yard, 

4  Union  L.  C.  L.  Freight  Station 

5  Viaducts  Over  Los  Angeles  River: 

Removal  of  North  Spring  St-  Bridge 

New  Viaduct  of  Macy  St 

New  Viaduct  of  Aliso  St 

Total 

6  Depression  of  and  New  Tracks  Along  River: 

Removal  of  Santa  Fe  Crossings— Macy  and 
Aliso  St 

Depression  of  Santa  Fe  Tracks — Aliso  to 
Alhambra 

Depression  of  Santa  Fe  Tracks  under  Southern 
Pacific  Elevated 

New  Steam  Passenger  Double  Tracks 

Total 


S350,953 


Main  Line  Tracks  and  Connections,  Not  De- 
pressed: 

New  Connection — Salt  Lake  and  Santa  Fe  at 
Redondo  Junction 

Double  Tracking  Salt  Lake — Alhambra  to 
Humboldt 

Connection  between  Double  Tracks  along 
River  and  Santa  Fe  and  Salt  Lake  Tracks  . 

Total 


8    New  Tracks  for  Southern  Pacific^East  Bank  of 

River,  North  of  Humboldt  St.: 
New  Approach — Los  Et-liz  Rimd  liridge 
New  Tracks — Humboldt  to  Dayton,  East  Bank 
New  Double  Track  Connection  between  Salt 

Lake  and  Southern  Pacific 

Total . 

10  New  Trackage — River  to  Hobart  and  Connections 

1 1  New  Freight  Yards,  Southern  Pacific  and  Santa  Fe 

13  NewConnections—Rehef  of  Alameda  St.  Switching 

Connection — Jackson  St.  Spur  and  Santa  Fe 
Tracks 

Connection — Salt  Lake  Main  Line  and  Butte 
St.  Track 

Connection — Alameda  St.  Track  and  Butte 
St.  Track 

Total 

14  Team  Yards     . 

16  Release  Southern  Pacific  Station  Site 

17  Release  Southern  Pacific  Coach  Yard  Site  , 


Physical    — 
Construc- 
tion 

Land 

Improve- 
ments 

Property 
Damage 

Total 

SI. 524, 479 

S3 1.270 

$1,555,749 

503,350 

665,594 

S8.468 

1.177,412 

$2,027,829 

$696,864 

58,468 

$2,733,161 

5836,182 

583.480 

$919,662 

S32 1,383 
347,785 

$5,679 

530,495 
69,151 

$357! 557 
416,936 

S66n,168 

So,  679 

$99,646 

5774,493 

SI, 047 

51,047 

126,828 

126.828 

24,826 
198,252 

$27,569 

$84,697 

24,826 
310,518 

$27,569 


$84,697 


59.116 

48.290 

48,672 

511.363 
$11,363 

$106,078 

567,272 
138.070 

531,274 

54,120 

41.144 

18,6,50 

5.837 

5246.486 

$49,924 

$9,957 

561.640 

$5,089 

$4,436 

5.715 

21.785 

518.512 

$9,410 

$31,936 

$18,512 

$9,410 

$463,219 

89,116 

48,290 

60,035 

5117,441 


$67,272 
173,464 

65.631 

$306,367 

566.729 


•544,964  •51,651,262         5121,844 


$4,436 

5,715 

49,707 

559,858 


•SI. 574, 382 


ELECTRIC  ROAD 
20    Elevated— Pacific  Electric  Station  to  Brooklyn 
Ave.  and  to  Fourteenth  St.: 
AM  Elevated — Sixth  and  Alameda  to  Brooklyn 

Ave.  via  Salt  Lake 

DR                   Elevated— Pacific  Electric  Station  to  Four- 
teenth St 

Total 

Grand  Total 

NOTE:     *  Designates  credit. 


$902,423 
1.092.114 


$482,030 


$1,994,537        $482,030 


$97,446 
$97,446 


$6,279,845      '$354,232        $415,302 


5902,423 

1,671,590 

$2,574,013 


$99,646    $6,440,561 


ApI'KXDIX 


561 


TABLE  C-2 
ASSEMBLY  OF  ESTIMATE  SECTIONS  INTO  PRIMARY  GROUPS 

PLAN   'C" 

IMMEDIATE  PLAN 

UNION  PASSENGER  STATION  AT  PLAZA  SITE 


Est. 
Sec. 
Key  G 

roi 

CC 
CE 
MCB 
MCF 

1 

MCA 

2 

MCJ 

4 

M 

T 

5 

N 

6 

M-2 

M-3 

Phyaicul 
CouBl  ruc- 
tion 

1292.226 

400.070 

61.212 

3.I67.74S 


1321.383 

347. 7S5 
JOWI.IftS 


tl.U47 
126.828 
49. 186 


<I77.06I 


I'  ll.MM 

STEAM  ROADS 
Passenger  Terminal,  Approaches,  etc  • 

Viaduct  on  Muin  .st,  ovi-r  liciloniio  .-<t 
Viaduct  on  M„cy  .St.  „vct  T.-rininal  Yard  '  "  ' 
Connections  at  Mission  Tower— .Modified 
Passenger  .Station  and  Facilities— Modifie<l 
Total        , 

Union  Coach  Yard 

Union  L.  C.  L.  Freight  Station: 

I'liion  Terminal  at  .Santa  Fe  Site— .Modified 

Viaducts  Over  Los  Angeles  River: 
Viaduct  at  Macy  Si 
Viaduct  at  .\liso  St.  .    . 
Total 

6  Depression  of  and  New  Tracks  Along  River- 
Removal  Santa  Fe  f  ■rossini;.,_M,u-v  and.^liso 

Sts- 
Depres.'iion    Santa    Fc   Tracks— .Miso   to   .Al- 

hanibra 

Depression   Salt    Lake   Tracks— Aliso  to   .\l- 

hambra 

Total 

7  Main  Line  Tracks  and  Connections,  Not  De- 

pressed: 

E  Connection— .Soutliern  Pacific  and  Santa  Fc 
at  North  Broadway 

M-1  Connection— Salt  Lake  and  Santa  Fe  at  Rc- 
dondo  Junction   

MD-2  Connection— Salt  Lake  and  Sanu  Fe  at  Hum- 
boldt St 

Total 

10  New  Trackage— River  to  Hobart  and  Connections 
AC  .Secoml  Track- Sania  ?V.  Soto  St    loDoliart 
AD                     Connection  Salt  Lakeand  Santa  Feat  llobarl 
M  -4                   Second  Track— Santa  Fc.  Soto  St .  to  Redondo 

Junction 

Total 

11  New    Freight    Yards— Southern    Pacific    and 

Santa  Fe: 
M.-\  Yard  tor  Sout  hern  Pacific  aloiiK  San  Fernando 

Road— Modified, 

13  New  Connections   -Relief  of  Alameda  St.  Switching 
V  Connection — Jackson  St .  and  .Santa  Fe  Tracks 
M-5                     Connection— .\lanieda  St.  and  .Snntu  Fe  near 

Industrial  St  .    , 

M-6  Connection — .Salt  Lake  Main  Line  and  Butte 

St.  Track 

MY'                    Connection — .Alameda  .St.  and  Butte  St.  Track 
Total 

14  Team  Yards: 
CD  Team  Y'ard  at  Southern  Pacific  Freight  Station 

Site  

S  Iti    Release  Southern  Pacific  Station  Site 

V  17    Release  Southern  Pacific  Coach  Yard  Site. . 

ELECTRIC  ROAD 
2(1    New  Line— Pacific  Electric  Station  to  Brooklyn 
Ave.  and  to  Fourteenth  St.: 
SK  .Abandon  Pacific  Kleclric  in  Los  AnKeles  St.. 

etc 

CM  Subway  and  Elevated— Pacific  Electric  Sution 

to  Brooklyn  Ave 3.757.251 

DR  Elevated— Pacific  Electric  Station  to  Four- 

t«-nth  St 1.092.  in 

Total J4^88M3» 

Grand  Total 


.Actjuiaition  of  Property 


Land 


Improve- 
ments 


Property 
DaiiiaiEe 


Total 


1218.411 

87.075 

3.4S0.778 


»3. 921. 256    13.786.264 
M53.090  120.474 

»677.316 


180.469 

7.548 

1.048.194 

tl. 136.211 

H2.700 

195.017 


167.310 
31.951 


S5.679 


J5.679 


$27.831 
$27,831 


$85,465 


$23,479 

9.116 

19.862 

$52.4.57 

».i1..'il(l 
41.200 

32.550 

$105,260 


$11.363 
$ll.3li3 


$6,310 


$6,310 


$85,465 


$7.222 
$7,222 


$39,074 


$97,405 
482.030 


$26,160 
9T.446 


$579,435        $123. «0« 


$359,536 

730.901 

155.835 

7.696.720 

$99,281     $8,942,992 

$516,264 

$772.. 3.11 

Wo.  495        $357,557 
69.151  416.9.36 

»9!'.646        $774,493 


$1,047 

126. B28 

162.402 

$390,357 


$23,479 

9.116 

.38.447 

$71,042 

$31,510 
47.510 

32.550 

$111,570 


$1,198,127 

$1.I9K.I27 

$4.4.36 

$4,436 

7.351 

7.351 

5.715 
21.785 

$18,512 
$18,512 

$9,410 

5.715 
49.707 

$39,287 

$9,410 

$67,209 

$50. 1.55 
•$96,840 
•$44,964 

•$1,719,918 
•$1,651,262 

$98,116 
$573,104 
$121,844 

$148,271 
•$1,243,654 
•$l  .S74  3.\2 

$12,089,812    $1,084,688     $2,293,695        $198,907 


$39,074 
3.880.816 

1.671  590 

$5.-.'.:    1-. 
$15  . 


•Credit. 


562 


Los    Anget-es    Terminal    Investigation 


TABLE  D-2 
ASSEMBLY  OF  ESTIMATE  SECTIONS  INTO  PRIMARY  GROUPS 

PLAN  "D" 

IMMEDIATE  PLAN 

UNION  PASSENGER  STATION  AT  SANTA  FE  STATION  SITE 


Est. 
Sec. 
Key  Group 


MDJ 
MDP 


M 
T 


N 

M-3 

M-8 


M-1 

M-9 
MD-2 

MDQ 


AC 
AD 
M-4 


MO 

P 

M-5 
M-6 
MY 


Item 
STEAM  ROADS 

1  Passenger  Terminal,  Approaches,  etc. 

2  Union  Coach  Yard 

4  Union  Freight  Terminal  . 

5  Viaducts  Over  Los  Angeles  Rivert 

New  Viaduct  at  Macy  St 
New  Viaduct  at  .\liso  St . . 

Total 


.Acquisition  of  Property 


Physical    — 
Construc- 
tion 

Land 

Improve- 
ments 

Property 
Damage 

Total 

52,396,777 

$180,263 

$2,577,040 

$544,067 

$451,975 

$9,631 

$1,005,673 

$321,383 
347,785 

$5,679 

$30,495 
69,151 

$357,557 
416,936 

S669.16S 


So. 679 


6    Depression  of  and  New  Tracks  Along  River: 

Removal  of  Santa  Fe  Crossings— Macy   anil 

Aliso  Sts 
Depression  of  Salt  Lake  Tracks — Aliso  to  Al- 

hambra.  . .  .  - 

Depression  of  Santa  Fe  Tracks — First  St.  to 
Alhambra 

Total 


$1 

047 

49 

186 

53 

827 

Main  Line  Tracks  and  Connections,  Not  De- 
pressed: 

Connections  at  West  end  of  Humboldt  St. 
Bridge 

Connection — Salt  Lake  and  Santa  Fe  at  Re- 
dondo  Junction 

Double-tackinE  Santa  Fe  Tracks 

Connection  of  Salt  Lake  and  Santa  Feat  Hum- 
boldt St 

Double-track  Connection  between  Santa  Fe 
ans  Southern  Pacific 

Total 


$104,060 


S23.479 


10  New  Trackage — River  to  Hobart  and  Connections: 

Second  Track — Santa  Fe,  Soto  St   to  Hobart 
Connection — Salt  I>ake  and  Santa  Fe  at  Hobart 
Double-tracking  Santa  Fe  Main  Line  at  Re- 
dondo  Junction 

Total 

11  New    Freight    Yards — Southern    Pacific    and 

Santa  Fe: 
New  Trackage — Santa  Fe  Yard  at  Hobart 

13    New  Connections— Relief  of  Alameda  St.  Switching: 
Connection — Jackson  St.  Spur  and  Santa  Fe 

Tracks 

Connection^Alameda  St.  and  Santa  Fe,  near 

Industrial  St 

Connection — Salt  Lake  Main  Line  and  Butte 

St.  Track 

Connection — Alameda  St.  Track  and  Butte 

St.  Track 


Total 

14    Team  Yards 

16  Release  Southern  Pacific  Station  Site 

17  Release  Southern  Pacific  Coach  Yard  Site.. 


S39.287 


S27.831 


$105,260        $    6,310 


S579.127 

S4,436 
7,351 
5.715 

21,785 


$18,512 
S18.512 


SS5.465 


SS5.465 


9.116 
9,086 

19,862 

$11,363 

$7,222 

45,238 

71,725 

4,607 

$106,781 

$83,088 

$11,829 

$31,510 
41,200 

$6,310 

32,550 

$9,410 
$9,410 


$99,646   $774,493 


$1,047 
162,482 
53,827 


•$96,840  •$1,719,918   $573,104 


$217,356 


$23,479 

9,116 
9,086 

38,447 

121,570 

$201,698 

$31,510 
47,510 

32,550 

$111,570 


$579,127 

$4,436 
7,351 
5,715 

49,707 
$67,209 

•$1,243,654 


ELECTRIC  ROAD 

20    Elevated— Pacific  Electric  Station  to  Brooklyn 
Ave,  and  to  Fourteenth  St.: 

DM  Elevated — Pacific  Electric  Double  Track 

DR                   Elevated — Pacific  Electric  Station  to  Four- 
teenth St 

Total 


$854,363 
1.092,114 


$31,270 
482,030 


$97,446 
$97,446 
GrandTotal $6,394,164      '$613,223        $967,148 


$1,946,477   $513,300 


"  Credit. 


$885,633 

1,671,590 

$2,557,223 


$99,646    $6,847,735 


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370 


Los    Angeles    Terminal    Investigation 


TABLE  VI 


TICKET  SALES  AT  LOS  ANGELES  IN  YEAR  1917 
SOUTHERN  PACIFIC,  SANTA  FE  AND  SALT  LAKE  RAILWAYS 

Class  of  Ticket 

Local  Interline                                Total 

No.  of  No.  of       Revenue  to       No.  of 

Tickets  Tickets      Originating      Tickets 

Road  and  Office         Sold            Revenue  Sold               Road               Sold            Revenue 

Southern  Pacific 

\rcade  Depot.          ..   255,787  $1 ,411 ,127.00  16, .568      8275.935.00      272,355  $1 ,687,062.00 

River  Depot 4 ,844            7  ,944 .  00  6                132 .  00          4  ,850            8 ,076 .  00 

♦Pacific  Elec.  Depot.       1,9.50          16,876  00  372            6,232.00          2,322          23,108.00 

Uptown  Office 76,239        687,486.00  35,462        656,653.00      111,701     1,344,1.39.00 

Total 338,820  $2,123,433.00  52,408      $938,952.00      391,228  $3,062,385.00 

Santa  Fe 

Depot  Office 148,330      $.588,864.23  15,451      $288,465.40      163,781      $877,329.63 

UptowTi  Office 21,777        144,417.75  36,901     1,1.53,86200        58,678     1,298,279.75 

Total 170,107      $733,28198  52,352  $1 ,442,327.40      222,459  $2,175,609.38 

Salt  Lake 

Depot  Office.                  52,883      $121,970.67  5,010        $.59,021.27        57,893      $180,991.94 

Uptown  Office.. 8,796          89,00032  16,506        364,158.36        25,302        453,158.68 

Total 61,679      $210,970.99  21,516      $423,179.63        83,195      $634,150.62 

Combined 

Depot  Offices 463  ,794  $2  ,146,781.90  37,407      $629,785.67      .501 ,201  $2,776,567.57 

Uptown  Offices 106,812        920,904.07  88,869    2,174,673.36      195,681     3,095,577.43 

Total 570 ,606  $3 ,067 ,685 . 97  126 ,276  $2 ,804 ,459 . 03      696 ,882  $5 ,872 . 145 . 00 

Comparisons 

Depot  Offices 81.3%                   70%  29.6%               22.5%,        71.9%               47.3% 

Uptown  Offices 18.7%,                   30%  70.4%,               77.5%,        28.1%               52.7% 

100%                     100%,  100%,                 100%          100%                 100% 

Local  and  Interline..     82%                        52%  18%                    48%           100%                  100% 

Averages 
Revenue  per  ticket: 

Depot  Offices $4.63  $16.84                                   $5.54 

Uptown  Offices.    .                     8.62  24.47                                   15.82 

Totals 5.38  22.21                                     8.43 

"Interline"  does  not  include  tickets  sold  by  otfier  roads  and  'Tnterline  Revenue"  is  pro- 
portion wfiicli  accrues  to  the  three  roads  shown  from  the  tickets  they  sell  direct. 

*  Five  months  only. 

Compiled  from  statistics  furnished  by  carriers. 


Al'l'ENUIX 


571 


TABLE  VII 

SCHEDULED  PASSENGER  TRAINS  AT  LOS  ANGELES  AS  OF 

DECEMBER  31,  1917 

(Compiled  from  Em|jloyec»'  Timetables) 


46 

23N 
6NE 

17S 


Leaving  Time 

Train 

Southern 

Santa 

Salt 

Train 

No. 

Pacific 

Fe 

Lake 

No, 

30 

A.M 

6:35X 

79 

55 

6:50N 

37 

8 

7:45S 

9 

107 

7:50N 

1 

77 

8:00N 

S 

102 

8:30NE 

lOL' 

42 

8:30N 

IJl 

23 

8:45S 

90 

20 

9:00S 

50 

2 

9:00X 

65 

72 

9:0aS 

1 

21 

9:00N 

1 

122 

10:00S 

lOo 

52 

10:45S 

31 

4 

11:45NF 

17 

4 

P.M 

1:10N 

15 

74 

1:15S 

26 

8 

1:25S 

76 

18 

2:00N 

41 

36 

2:40N 

51 

79 

2:55N 

oti 

76 

3:00S 

22 

2 

3:00NE 

24 

106 

3:05NE 

71 

110 

3:30NE 

33 

54 

4:00S 

110 

38 

4:35N 

123 

25 

4:40S 

3 

17 

5:00N 

19 

16 

5:00N 

t 

57 

5:15N 

3 

124 

5:20S 

35 

66 

5:25S 

7 

12 

5:30S 

11 

25 

6:00N 

73 

22 

6:40N 

53 

40 

7:20N 

80 

49 

7:30N 

75 

75 

8:00N 

58 

2 

8:00S 

108 

10 

8:30N 

37 

56 

8:30S 

26 

101 

10:15N 

21 

109 

11:30N 

i:i 

38 

11:30XE 

:i'.i 

78 

1I:59S 

lai 

20 


10 
4N 


101 

78 

48 


Arriving  Time 


A.M. 


Southern 
Pacific 

6:45XE 

7:I5XE 
7:30X 
7:45X 
7:.50S 

8:10X 


8:30NE 


Santa 
Fe 

6:00S 
7:10N 


8:20S 
'8:30S' 


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Lake 


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9:45X 


1 1 :25X 
1 1  ::inN 


8:45S 
8:45N 


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1 1  :(K)S 


8:iaS 
8:208 
8:35N 


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12-50S 


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2:20S 
2:30XE 


12!l5S 
i2:55N 


2:30S 
2:40N 


6:00X 

6:35X 
7:00X 


8:55XE 
9:30NK 
9:59X 

20 


4:50S 
5:00S 

6:30S 


■:50S 
■:55X 


2:30S 


3:55N 
4:30S 

4:45S 


7«)N 
7:10S 


8:35N 


22X 
6XE 
20S 


12X 
6NE 
2S 


16 
5X 


12 

5N 


16 

12N  7N 

6NE    

2S  9S  6S 

XOTE-     Mixed  trains,  or  trains  running  less  than  6  days  per  week  are  not  inoluded.   Direc- 
tions entering  or  leaving:    X,  Xorth;   XE,  Xorth  via  Alhambra  Ave.;   S,  South. 


lis 


7S 


572 


Los    Angeles    Terminal    Investigation 
TABLE  VIII 


SCHEDULED  PASSENGER  TRAINS  AT  LOS  ANGELES 
AS  OF  JUNE  2,   1918 

(Compiled  from  Employees'  Timetables) 


Train 

No. 

21 
23 
107 
30 
77 
52 

4 

2 
72 

2 

25 

36 

122 

4 
102 

8 

2 

18 
74 
79 

no 

54 

27 

25 

57 
124 

34 

76 

17 

49 

75 

10 

4 

109 

38 

78 

36 

15N 
6NE 

15S 


A.M. 


P.M. 


Leaving  Time 

Train 

Arriving  Time 

Southern 

Santa 

Salt 

Southern 

Santa 

Salt 

Pacific 

Fe 

Lake 

5:40S 
6:50S 

No. 

37 
79 

Pacific 
A.xM.     6:45NE 

Fe 

■7:15s" 

Lake 

6:55N 

■7:45N" 

s 
101 

7:25N 
7:30NE 

8:00N 

's-oos" 

121 

26 

7:508 
8:30N 

9:00NE 

'9;00N 
9;05S 

9^308" 
9:35S 

17 

1 

110 

31 

22 

'8^5N" 

8:30N 
8:308 

'9:05N  ' 
9:10S 

9:40NE 

50 

9;25N 

10;OOS 

10;00N 

76 

1 

10:15N 
11:00NE 

11:00NE 

1:OOS' 

9 
51 

11:00N 
11:00S 

2:00NE 

56 

11,2.5N 

2:00N 

24 

P.M 

12:158 

2:05S 

7 

12:45S 

2:55N 

71 

12:508 

3:00NE 

■4:00s" 

'4:408 

123 

3 

35 

1:208 
'4:40NE 

'4:158  " 

5:00N 

73 

4:508 

5:15N 

3 

5:30NE 

5:20S 

6:008 ' 

5:35N" 

3 

1 

53 

5:3dN 
'5:508   " 

5:308   " 

6:15N 

80 

6:00N 

7:30N 

26 

6:108 

8:00N 

9:00N 

10:008  " 

75 
35 

28 

6:308 

7:00N 
7:108 

11:30N 

108 

7:20N 

11:30NE 

11:598" 

109 

78 

36 

9:05NE 
10:45N 

17 

11 

8 

17 

11 

8 

9N 

4N 

2N 

14N 

9N 

3N 

2N 

6NE 

6NE 

6NE 

2S 

78 

as 

16S 

28 

8S 

68 

NOTE:     Mixed  trains,  or  trains  running  less  than  6  days  per  week  are  not  included.   Direc- 
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TABLE  XVI 

CARLOAD  FREIGHT,  INBOUND  AND  OUTBOUND,  AT  LOS  ANGELES 

DURING  1917 

N".  of  Cars,  Kailroad  and  Katioa 

.Southern  Padfi,, 

Carloa.l  l-nMsht                    '  ^■''^'^  ^""*«  ,*^»'»  El<-<-tri<- 

I-Inbound  at  Los  Angeles  and:  ''"'"'  '^>-         t'.mihined  % 

A— Sft  on  IrHliislrv  'I'riicks  from: 

2.  Other  Uou.ls  Line  Haul                  14,203  26.615  5,105  1.048        46,971 

B-Seton-                                              ^''^\t,  ^'^^  8-879  1.584        89,667      25 

"     ^'^^''"-                                                     43%  45%  10%  2%          100% 

1.  Team  Tracks.                                  8,732  5,154  3,651  137        17,674 

2.  House  I  racks                                 15,490  11,478  5:662  3,885        36:515 

C-Transferred  to  Other  Koads  for:    '''lir^iK,  '•'17%^^,^%'' 

1.  Line  Haul              1 1  ,45,;  ,;  ,47,,  4  j^y,  j^  _-._,-        ^,   .„, 

2.  Los  Angeles  Delivery.                    17,571)  5,907  <.),947  9,837        4:j.270 

29,035  12,386  14,818  28,362       84,601 

n    r               V    ■  t.                            -    ^•*''  ^^'^'  '8%  33%,         100% 

D— Company  Freight                              7.171  912  1.227  940        10,253 

"''  '  ^'  (  12' c  9',           100% 

E— Through  or  Passing  Freight          133 ,433  8 ,057  3 ,259  10 ,074      154 ,823      44 

87'(  5%  2'f  6'"r           100^^ 

F-Total  Not  Transferred  (A  1.  15.  '  "' 

D,  E)                                         189,141  39,675  17,573  15.572      261,961      75 

"4'<  15'';  6'c  5'i          100% 

G— Total  Transferred.  A2,  CI               25,(i.i9  33.094  9.976  19.573        88  302      25 

29%  38' f  ll'i  22' f         'l00<7c 

C.randTotal   -Inbound             214  .S(K)  72,769  27,549  35,145      350  263     100 

„     ^    ^                                                               "•''  -O'f  9't  lO-^t          100%, 
II — Outbound  at  Los  Angeles  and: 
A — Heceivc'd  frdni  Industry  Tracks  for: 

1.  Company  Line  Haul.  " *17,931  12,969  903  474        32  277 

2.  Other  Roads  Line  Haul 7 ,300  9 ,472  3 .185  1 ,884        21 ,841 

25.231  22,441  4,088  2,358        ,->4.11S      16 

B— Received  from:                                          46' ;  il'l  8''f,  5'7           100% 

1.  Team  Tracks                                     5.426  683  240  1.888          S.237 

2.  House  Tracks                                   25. .386  19,078  0,199  6,586        57,249 

30,812  19,761  6,439  8,474        65.486      20 

C— Received  from  Foreign:                           46%  30%  10%  14' c           100' j 

1.  Line  Haul                                       21.171  8,833  7,824  5,912        43,740      13 

2,  Los  Angeles  Industries.                    8,401  3.020  3,348  3,413         18,182 

29,572  11.853  11,172  9,325        61,922 

47':;  19'^  i8';i  \6%       ioo':c  4 

D— Company  Freight 6,554  1.493  4.288  1,084        13,419 

48''  ll'i  33''  8'^           100*^ 

E— Through  or  Passing  Freight...   132.928  '  8,022  3.259*  10.074  "  154,283  "  47 

87%  5%  2'(  6';          lOO'',' 
F— Total  Not  Transferred  (Al,  H. 

D,  E) 188,225  42.245  14,889  20,106      265,465      80 

71%  16';;  0';  7'^       100% 

G_Total  Transferred,  A2,  CI 28,471  18,305  11,009  7,890        65.581      20 

43';  28';  \-<-c  12';       loo'^c 

GrandTotal— Outbound.       216.6%  60.550  25,898  27,902      331,046     100 

65';  18';  8'-;  9'-;        loo^^ 

III  Total  Inbound  and  Outbound 431  .496  133 ,319  53 .447  03 ,047      081 .309 

63';  20<;  s';  9';        100% 

IV  Origin    and    Destination    in    Los 

Angeles 3,038  4,361  341  1,905         9,645    100 

jjpfg Error  in  both  Inbound  and  Outbound  between  Items  .\2  and  C2  is  neglected  in 

favor  of  Item  A2.                                          n      c  <-. 

*  Proportions  estimated  by  Southern  Pacific  Co. 


580  Los    Ai\t;i:i.ES    Terminal    Investigation 

TABLE  XVII 

LESS  THAN  CARLOAD  FREIGHT  TRAFFIC 
LOS  ANGELES,  YEAR  1917 

Tons  (2,000  Lbs.) 

Salt  Pacific 

Item  Pacific  Fe  Lake        Electric       Roads        Ratios 

Inbound : 

Tons: 

Received  at  Freight  House, 
Through — Santa  Fe  Points. . 
Delivered  Comiecting  Lines. 

Total  Received,  Year 55,432        67,670        34,107        34,968      192,177        35% 

Total  Received,  .Average  Dav 

(308  Days)..      . 
Ratios. . 

Cars: 

Xumlicr  Set  on  Hou.se  Track 

Tons  per  Car 
Outbound : 


i 

1 


Southern 
Pacific 

Santa 
Fe 

Salt 
Lake        ' 

Pacific 
Electric 

All 

Roads 

.     50,144 
' 5,288 

54,132 

10,669 

2,869 

31 ,725 
2,382 

26 ,750 
8,218 

162.751 
10,669 
18,757 

.     55,432 

67,670 

34,107 

34,968 

192,177 

180 
29% 

220 
35% 

111 
18% 

113 

18% 

624 
100' 

s     15,490 

11,478 

5,662 

3,885 

36,515 

3  .58 

5.89 

6  05 

9  00 

5  26 

Tons : 

Original  Freight  House 
Through — Santa  Fe .  .  .  . 
From  Comiecting  Lines. 

ge 

br 

1.57 

,226 

97,051 

10,669 

3,427 

23 ,236 
1 ,393 

52  ,962 

6,312 

59,274 
192 
16% 

330 
10 
18 

,475 
,669 

7 

,032 

,164 

Total  Forwarded.  Year. 
Total  Forwarded,  .\vera 
Ratios 

164 

,258 
533 

46% 

111 

,147 
361 
31% 

24,629 
80 

7% 

359 

1 

,308 
,166 
100% 

Cars: 

Xiunbcr  from  House  Tr 

ac 

ks. 

25 

,.386 

19 

,078 

6,199 

6,586 

57 

,249 

Tons  per  Car 

1 

B.46 

5  84 

3  94 

9  00 

6.27 

65% 


Inbound  and  Outbound : 

(Xeglei'tiug  duplications  in 
tran,sfers) 

Tons : 

To  and  from  Freight  House.   *207, 370       172,521         54,961        79,712      514,564 
To  and  from  Connecting  Lines     12,320  6,296  3,775         14,530        36,921 

Total 219,690      178,817        58,736        94,242      551,485      100% 

Total,  Average  Day.  713  581  191  305  1,790 

Ratios 40' ,  32%  11%  17%,  100%, 

Cars: 

To  and  from  House  Tracks...     40.870        30,556         11,861         10,471         93,764 

Tons  per  Car  5  37  5.85  4  95  9  00  5  23 

*  Including  through  Santa  Fe  points. 

Information  furnished  by  carriers.     Year  at  308  davs. 


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Los    AxGELES    Terminal    Investigation 


TABLE  XIX 

ESTIMATE  OF  COST,  BY  STEPS,  OF  BUILDINGS  AND  DRIVEWAYS 
FOR  PROPOSED  UNION  L.C.L.  FREIGHT  STATION 


1st  Step: 

Shed  A 

Shed  B 

Platforms  A-B 
Platform  B  to  C 
Lift  Bridges  A-B. 

Driveway  A 

Driveway  B-C . . . 


Areas 

Square 

Feet 

54  ,520 

04  ,960 

37  ,7(30 

3,750 


Estimated  Cost 


54 ,0001 
80,500] 


Total. 


*160 ,990 


Class  A 

17S.278 
209  ,099 
28  ,316 
3 ,000 
10 ,500 
27  ,000 
40 .2,50 

496,443 


Class  C 

166,919 
195 ,583 
28,316 
3,000 
10,500 
27,000 
40,250 

471 ,568 


2nd  Step: 

Shed  C 

Shed  D 

Platforms  C-D 
Platform  D  to  E.  , 
Lift  Bridges  C-D 
Driveway  D-E. . 

Total. 


56,028 

53 ,360 

27 ,900 

3,000 

66,50o| 


ISl  ,926 

174,656 

23 ,760 

1,650 

7,000 

33,250 


•140,288  422,242 


170,285 

163,566 

23 ,760 

1,650 

7,000 

33 ,250 

399,511 


3rd  Step : 
Shed  E . 

ShedF 

Platforms  E-F.  . 
Platform  FtoG.  , 

Lift  Bridge  E-F 

Driveway  F-G 

2-Story  Office  Section. 


Total. 


50 ,808 

51 ,678 

27 ,000 

4,050 


70,000/ 
93 ,960\ 


166,291 

170  .517 

21 ,600 

3,240 

7,000 

35 ,000 

253,692 


*133 ,536  657 ,340 


1,55,729 

159,776 

21 ,600 

3,240 

7,000 

35 ,000 

238 ,658 

621 ,003 


4th  Step : 

ShedG 

Shed  H 

Platforms  G-H... 
Lift  Bridges  G-H 
Drivewav  H 


Total. 
Summary — 

1st  Step.  . 
2nd  Step 
3rd  Step .  . 
4th  Step.  . 


Sheds  Only. 

119,480  square  feet 

109,388  square  feet 

102,486  square  feet 

92,046  square  feet 


164  ,358 
145  ,051 

23  ,612 
7.000 

12 ,460 


*123,931  352,481 


48 ,836 
43,210 
31 ,885 

62 ,300 


160,990 
140,288 
133 ,536 
123,931 


496,443 
422  ,242 
657 ,340 
352 ,481 


154,174 
136,029 

23 ,612 
7,000 

12 ,460 

333,275 


471 ,568 
399,511 
621 ,003 
3.33,275 


Grand  Totals  423 ,400  square  feet         *558 ,745       1 ,928 ,506       1 ,825 ,357 


'  Area  of  sheds  and  transfer  platforms  only. 


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Los    Angeles    Terminal    Investigation 


TABLE  XXI 
DATA  ON  SOUTHERN  PACIFIC  ARCADE  STATION,  LOS  ANGELES 

DATES 

Ground  l)i()kon  for  depot M.irch  2.S,  1914 

Use  of  depot  commenced May       2,  1915 

Offioinl  opening June      12,  1915 

FLOOR  AREAS 

(From  S.  P.  Drwg.  L.  A.  Div.,  M.  of  W.,  F6096,  dated  12-22-18— File  A2-1) 


No.  of  .Square  Feet  and  Floor 


Item 

1 

2 

.3 

4 

5 

6 

I 

S 

9 
10 
11 

12 
13 
14 
15 
16 
17 
18 
19 
20 
21 

22 
23 

24 


Division  and  I"se 

Basement 

First 

Second 

Third 

Total 

Baggage,  Used.  ,  ,  . 

1 1  ,421 

11,421 

Baggage,  Vacant    . 

8,832 

8,832 

Concourse 

9  ,.521 

9  ,.521 

Dining  Room 

3  ,4.56 

3  ,4.56 

Exit  from  Trains 

3,150 

3,150 

Engine  and  Boiler  Rooms 

3,278 

3,278 

Elevators 

340 

340 

340 

1,020 

Halls  and  Stairs 

1,717 

1,186 

3,808 

6.711 

Information,  Telephone  and  Telegraph 

994 

994 

1,991 

877 

*2,417 

1,991 

Ladies'  Room  and  Loimge.  .  . 

3,294 

(Lounge  on  Mezzanine) 

Mail  Room 

704 

704 

Men's  Lovmge 

*2,417 

2 ,417 

News  Stand. 

189 

1,89 

Offices,  Used..  . 

320 

11,198 

11,518 

Offices,  Vacant.  .  . 

6,877 

6,877 

Offices,  Temporarv 

4,355 

4,3.55 

Parcel  Room  . 

994 

994 

Smoking  Room . 

877 

.877 

Ticket  Office. 

1,050 

1,050 

Toilets 

3 ,046 
6 ,324 

1,145 

785 

4,976 

Totals 

38,746 

19  ,.547 

23 ,008 

87 ,625 

1,717 

1,186 

3,808 

6,711 

Net  Totals. 
'  Mezzanine. 


6,324      37,029      18,361      19,200      80,914 


PossilileFuture  Seating  Capacity 

Concourse,  Main  Floor 

Mezzanine,  Men's  End 

Mezzanine,  Women's  End 

Total 


Present        Possible  Future 


240 

240 

40 

27 

140 
54 

307 


434 


Dining  Room: 

Nvmiber  of  Seats  (approximate) 
Number  of  Meals  Served .  . 


76 
400-500 


100 

1,000 


Ticket  Windows. 


10 


Ai>i 


EMHX 


585 


TABLE  XXII 

PHYSICAL  CHARACTERISTICS  OF  PASSENGER  STATIONS, 

LOS  ANGELES 


PaaaenKer  Slationa 


Southern  Pacific, 
5th  and 
Central 

Santa  Fe, 
2nd  and 
.Santa  Fe 

Floor  Space 

.Salt  Lake, 

1100  East  1st 

Street 

Pacific  IClectric, 

Comb 

6th  and  Main 

Hill  SlrcM 

ined 

Floor  Space 

Floor  Space 

Floor  Spaco 

Floor  Space 

Floor  Space 

IllMll 

Station  Buildine 

Sq.  Ft.    Total 

.Sti.  Ft.    Total 

.S.).  Ft     Total 

S<|   Ft. 

Toud 

.S<|    Ft      Total 

a,,  Ft 

Total 

I.    PuWic  I'arilitk-.s: 

Concourse: 

Open    Waiting 

Room   

Enclosed  Waiting 

Room ..... 

Exits     

Halls  aad  .Stairs... 
Ticket  Office 

8,676       

3,120     11.796 

1,426 

960 

2,226 

1.7,10 

700      2,4,10 

-          .             36 

378 

1,024 
248 

22,420 
7.140 

21),. 160 
714 
560 

2,148 
3,381 

210 

37,251 
10.960 

4,374 

48,211 
2.I79 
2,356 

2.    Public  Service: 

Information 
Telephone    and 

Tek'Kraph 

News  Stand,  etc . . . 
Parcel  Room 

404 

466     

238 

860      1.968 

Included  ill 

95 
650          745 
Included  in 

News  Stand 

36 

189          223 
News  Stand 

648 

400 

1,.108 

360 

2,916 

.\l  Parcel  Room 

36 
480 
108          024 

1,0,12 

1,033 
3,0«5 
1,328 

6,478 

3.    PviblirRetirinK Rooms: 


Ladies'  Rest  Room 

2.909 

733 

Sill 

'.H'l 

4,058 

Men's  Rest  Room.. 

2.168 

2,168 

Smoking  Room... . 

701 

701 

Toilets: 

Ladies... 

858 

125 

99 

ii:t(i 

:114 

2.026 

Men 

1.90S 

8, 

.144 

125 

983 

75 

174 

2.373 

3,-323 

493 

903 

4.974 

13,927 


Dining  Room... 
Kitchen  and  Larder 
Total: 

Passenger  Space 

3,4'i4 
1,972 

5,396 
30,090 

1,225 
1,229 

2,454 
9,272 

Included  in 
News  Stand 

1,671 

2.n(Ki 

440      2,440 
39,513 

2.15 
108 

363 
7,629 

6,904 
3,749 

10,653 
88,175 

5.   Office  Space: 

General  Offices: 

Used 

Vacant 

Temporary. 

14.604 
4,579 
3,258 

22,441 

1,870 

1    160 

20,634 
4,579 
3,258 

28,471 

Total.. 


52,531 


11.142 


5.831 


39.513 


Equipment 
Ticket  Office: 

No.  Windows  , .  - 
Counters.  Lin.  Ft.. 


9 
31 


30 


3 
16 


8 
60 


3 
12 


39 
141 


Waiting  Room: 

Seats  Installed 307                           166 

Possible  Increase. .  127 

Dining  Room: 

Seats  Installed "6                             '"' 

Seats  Increase.  -15 

"dii'm  """'''"  500                           500  light  lunches 

Data  from  maps  and  field  inspection,  Jm  Angeles,  June,    1918. 


246  117 

«4  19 

400  light  lunchn 


936 
127 


233 
45 


586  Los    Angeles    Terminal    Investication 

TABLE  XXIII 

PHYSICAL  CHARACTERISTICS  OF  BAGGAGE   FACILITIES  AT 
PASSENGER  STATIONS,  LOS  ANGELES 

I'asseiifjor  Stations 

Pacific  Electric 
Southern       Santa  Salt  Main  Hill 

Item  Pacific  Fe  Lake  St.  St.        Coml)incd 

Baggage  Facilities: 
Floor  Area: 

Used Sci.  Ft.    .     13,674  7,985  2,954  5,681       Handled      30,294 

♦Vacant Sc).  Ft...     11,487         by  11,487 

Wells  Fargo  

Total 25,101  7,985  2,9.54  5,681  at  41,781 

Arcade 
Frontage:  Station 

Team Lin.  Ft .    .  96  180  97  54  427 

Team No 12  22  12  6  52 

Car Lin.  Ft .  .  .  272  103  97  120  592 

Car No 4  2  2  2  10 

*  Portion  of  second  floor,  3,258  square  feet  designed  for  baggage  space  is  now  being  used 
as  temporary  offices,  and  so  listed. 

Data  from  maps  and  field  inspection,  Los  Angeles,  .Jvme.  1918. 

TABLE  XXIV 

PHYSICAL   CHARACTERISTICS   OF    EXPRESS    FACILITIES   AT 
PASSENGER  STATIONS,  LOS  ANGELES 

Passenger  Stations 

Pacific  Electric 
Southern      Santa  Salt  Main  Hill 

Item  Pacific  Fe  Lake  St    .  St.        Combined 

Express  Building: 
Floor  Area: 

Express Sq.  Ft..         16,400  8,000  3,042      Handled     Handled      27,442 

Offices Sq.  Ft..    .       7,642         at  at  7,642 

Arcade       Arcade        

Total.         Sq.  Ft.    .     24,042  8,000  3,042        Depot        Depot        .35,084, 

Frontage: 

Team Lin.  Ft       200      210      100  510 

Team..      ..No 25       26       12  63 

Car Lin.  Ft,               194              160              100  454 

Car No 3                  2                  2  7 

Data  from  maps  and  field  inspection.  Los  Angeles,  June,  1918. 

TABLE  XXV 

PHYSICAL  CHARACTERISTICS  OF  MAIL  FACILITIES  AT 
PASSENGER  STATIONS,  LOS  ANGELES 

I'as.sengcr  Stations 

Pacific  Electric 
Southern      Santa  Salt  Main  Hill 

Item  Pacific  Fe  Lake  St.  St.        Combined 

Mail  Facilities: 

Floor  Area Sq.  Ft..  726  3,247      Handled         1,105      Handled        5,078 

Direct  at 

Frontage:  from  Main  St. 

Team..  Lin.  Ft  16  52       Cars  to  17        Station  85 

Team No 2  6       Wagons  2  10 

Car Lin.  Ft  24  52  *  76 

Car No 1  1  2 

*  Handled  by  elevator  from  elevated  track  to  Mail  Room. 
Data  from  maps  and  field  inspection,  Los  Angeles,  June,  1918. 


Al'I'KNDIX 


oH7 


TABLE  XXVI 

PHYSICAL  CHARACTERISTICS  OF  PASSENGER  STATIONS  AT  LOS 

ANGELES  INCLUDING  BAGGAGE.  EXPRESS  AND  MAIL 

FACILITIES 


Station  Building 

Pasaengcr  Stations 

Southern 
Pacific 

Sania  I'e 

Siill   Lake 

Pacific  Electric 

Main  Street 

Hill  .Sitiel 

Cf  mhincci 

1 

.    T'liblir  Fucilitii'.s: 

Concourse; 
Open. 

Sq.Ft. 

.Sc|.  Kl. 

2,226 

2.4.SO 

36 

378 

Sq.  Ft. 

S.,  F(. 

Sq.Ft. 

Sq   Ft. 

Enclosed 

11.706 
1  426 

2,148 

4.374 

Hall  and  .Stair... 

1,024 

29.562 

3.381 

48,211 

Ticket  Office. 

'960 

248 

714 

560 

210 

2.176 

2.  at 

2, 

Public  Service: 

Information,  Telephone,  etc 

1.068 

745 

223 

2.916 

624 

6.478 

3. 

Public  Retiring  Rooms 

S.544 

983 

174 

3.323 

903 

13.927 

4. 

Catering  Department: 

Dining  Room 

5,396 
30,090 

2,454 
9.272 

1.671 

2.440 
.39.513 

363 

7.629 

Total  Pas-senger  Space. . . 

I0,«53 

88, 175 

5. 

Office  Space: 

Used 

Vacant 

17,862 
4,579 

1,870 

4,160 

23,892 
4,579 

Total 

•i2,53I 

11,142 

5,831 

39.513 

7,629 

116, MS 

6. 

Baggage  Space: 

Used-Sq.  Ft. 
Vacant— Sq.  Ft. 

13,674 
11,487 

7.985 

2.954 

5.&M 

:io.2«4 

11.487 

7. 

Express  Space: 

Express— Sq.  Ft 

Office— Sq.  Ft 

16,400 
7,642 

8,000 

3,042 

27,442 
7,642 

8. 

Mail  Space— Sq.  Ft 

726 

3,247 

1 .  lU.i 

5,078 

Total 

Grand  Total 

49,920 

19.232 

S.996 
11.827 

6,786 
46.299 

81,  M3 

102.460 

303.74 

7.«29 

198.  S8D 

(I. 

Ticket  Office: 

Windows 

9 

s 

3 

8 
60 

3 
12 

31 
149 

Counters — Lin.  Ft.. . 

31 

30 

16 

10. 

Waiting  Room: 

Seats  Installed 

307 

166 

100 

246 

117 

936 

Pos.sible  Increase-  ,  . 

127 

127 

u. 

Dining  Room: 

.Seat.s  Installed 

7li 

48 

6 

M 

19 

2.^^ 

Possible  Increase 

4.1 

45 

Number  of  Meals  Served.    ,  , 

500 

,500 

400 

1 .  400 

Frontage 

Frontage 

Frontage 

Frontage 

Frontoco 

Fronlace 

Lin.  Ft.   No. 

Lin.  Ft.   No. 

Lin.  Ft.   No. 

Lin.  Ft.   No    I 

,in   Fl     No 

Lin    Ft     No 

12. 

Team  Space: 

Baggage 

96          12 

ISO          22 

97          12 

54           6 

427          52 

Express 

200         25 

210          26 

100          12 

510          63 

Mail 

16           2 

52            6 

17            2 

85          10 

Total 

312         39 

442          .M 

197         24 

71               K 

1 

022         125 

13. 

Car  Space: 

Baggage 

272            4 

103            2 

97            2 

120            2 

592           10 

Express   .  .  - 

194            3 

160            2 

100            2 

454             7 

Mail.. 

24             1 

52           1 

7«            2 

Total.. 


490 


l»7 


120 


rn:  john  Randolph  haynes  and 

DORA  HAYN'ES  FOUNDATION 

LIBRARY 

LOS  ANGELES,    -  -    CALIFORNIA 


s9 

^^^^^I^^E 

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1 

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S.U 


University  of  California 

SOUTHERN  REGIONAL  LIBRARY  FACILITY 

Return  this  material  to  the  library 

from  which  it  was  borrowed. 


MAR  -^  ^  1990 

Deceived 

APR  1  ]  ]99o 

Way  ^  <;  iqq 
OCT  2  7  ^99' 


JAN  21  1993 

OLOCTU  1995 
JUN  0919^6 

VyK2SEP  2  9199' 
9CT081% 


OCT  0  3  r,:^ 
QUARTEH  LO^'^ 


